Epping Central Background Report - City of Whittlesea

EPPING CENTRAL BACKGROUND REPORT 3
Table of Contents
1 Introducing the Plan for Epping Central .................... 6
1.1 Purpose ................................................................................. 6
1.2 Project Methodology ............................................................. 8
2 Policy Context ............................................................ 11
2.1 The Planning Framework .................................................... 11
2.2 Epping Central and Melbourne 2030: An analysis .............. 16
2.3 Other Council Strategies ..................................................... 21
3 Regional Context and Study Area ............................ 22
3.1 Regional Analysis ................................................................ 22
3.2 The Epping Central Study Area .......................................... 26
4 Setting the Scene....................................................... 28
4.1 Population and demographics ............................................. 29
4.2 Urban Form and Character ................................................. 32
4.3 Housing ............................................................................... 32
4.4 The movement network ....................................................... 42
4.4.1 Pedestrian and cycle networks ...................................... 43
4.4.2 Public Transport ............................................................. 47
4.4.3 The Road Network ......................................................... 50
4.4.4 Car Parking .................................................................... 53
4.5 Business .............................................................................. 55
4.5.1 Retail .............................................................................. 55
4.5.2 Office .............................................................................. 57
4.5.3 Industrial ......................................................................... 58
4.5.4 Entertainment ................................................................. 58
4.6 Community Infrastructure .................................................... 60
4.7 Open Space and the Natural Environment ......................... 64
4.8 Environmental Performance ................................................ 69
5 The Epping Central Precincts ................................... 74
5.1 Precinct 1: High Street Village ............................................. 76
5.2 Precinct 2: High Street North ............................................... 78
5.3 Precinct 3: Epping Station Hub ........................................... 80
5.4 Precinct 4: Dalton Village .................................................... 82
5.5 Precinct 5: Childs Road Warehousing ................................. 84
5.6 Precinct 6: New Gateway .................................................... 86
5.7 Precinct 7 Regional Demand ............................................... 88
5.8 Precinct 8: Regeneration ..................................................... 90
5.9 Precinct 9: Employment ...................................................... 92
6 Community Engagement .......................................... 94
6.1 The Community Engagement Process ................................ 94
6.2 Key Messages ..................................................................... 96
6.3 Key Principles ...................................................................... 97
7 The Vision for Epping Central .................................. 98
8 Conclusion ................................................................. 99
9 Glossary of urban design terms ............................. 100
10 References ............................................................... 103
11 Appendices .............................................................. 104
11.1 Appendix A: The City of Whittlesea‘s strategic plans...... 104
11.2 Appendix B: Key road cross-sections in Epping Central. 108

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EPPING CENTRAL BACKGROUND REPORT

EPPING CENTRAL BACKGROUND REPORT 5
Table of Figures
Figure 1 The Epping Central study area................................................................................................................................................................................................................................. 7
Figure 2 Project Methodology ................................................................................................................................................................................................................................................ 8
Figure 3 Zoning and overlays in Epping Central .................................................................................................................................................................................................................. 15
Figure 4 Metropolitan activity centres network (Source: Department of Planning and Community Development 2009) ..................................................................................................... 17
Figure 5 Typical Car Based Centre (Source: Melbourne 2030 2002) .................................................................................................................................................................................. 17
Figure 6 Epping‘s regional activity centre context ................................................................................................................................................................................................................ 22
Figure 7 Municipal land use ................................................................................................................................................................................................................................................. 23
Figure 8 The City of Whittlesea‘s activity centre hierarchy .................................................................................................................................................................................................. 24
Figure 9 Land use context of the Epping Central study area ................................................................................................................................................................................................ 25
Figure 10 Employment location of City of Whittlesea residents (Source: id consulting 2010) ................................................................................................................................................ 30
Figure 11 Forecast population and household size for Epping to 2031 (Source: id consulting 2010) ................................................................................................................................... 30
Figure 12 St Peter‘s Catholic Church, constructed in 1867 .................................................................................................................................................................................................... 33
Figure 13 Modelling of building height for overshadowing ..................................................................................................................................................................................................... 35
Figure 14 Urban form of Epping Central ................................................................................................................................................................................................................................ 38
Figure 15 Typical housing in Epping Central: detached homes and low-rise unit development ............................................................................................................................................. 39
Figure 16 The Epping Central movement network ................................................................................................................................................................................................................. 42
Figure 17 Travel to work data in 2006 (Source: id consulting 2010) ...................................................................................................................................................................................... 43
Figure 18 Sample issues identified in the Epping Wayfinding Study (Source: ARUP 2007) .................................................................................................................................................. 44
Figure 19 Epping Central wayfinding signage and the Cooper Street shared path ................................................................................................................................................................ 44
Figure 20 Pedestrian and cycle networks .............................................................................................................................................................................................................................. 46
Figure 21 The public transport network in Epping Central ..................................................................................................................................................................................................... 49
Figure 22 The road network in Epping Central ...................................................................................................................................................................................................................... 52
Figure 23 Business and employment in Epping Central ........................................................................................................................................................................................................ 56
Figure 24 Existing community infrastructure distribution in Epping Central ........................................................................................................................................................................... 63
Figure 25 Open space provision in Epping Central ................................................................................................................................................................................................................ 65
Figure 26 Average annual wind speed for the Epping Central precinct (Source: Sustainability Victoria 2007) ...................................................................................................................... 69
Figure 27 Average annual solar exposure for the Epping Central precinct (Source: Sustainability Victoria 2007) ............................................................................................................... 70
Figure 28 Epping Central Precincts ....................................................................................................................................................................................................................................... 75
Figure 29 Precinct 1: High Street Village ............................................................................................................................................................................................................................... 77
Figure 30 Precinct 2: High Street North ................................................................................................................................................................................................................................. 79
Figure 31 Precinct 3: Epping Station Hub .............................................................................................................................................................................................................................. 81
Figure 32 Precinct 4: Dalton Village ....................................................................................................................................................................................................................................... 83
Figure 33 Precinct 5: Childs Road Warehousing ................................................................................................................................................................................................................... 85
Figure 34 Precinct 6: New Gateway ...................................................................................................................................................................................................................................... 87
Figure 35 Precinct 7: Regional Demand ................................................................................................................................................................................................................................ 89
Figure 36 Precinct 8: Regeneration ....................................................................................................................................................................................................................................... 91
Figure 37 Precinct 9: Employment ......................................................................................................................................................................................................................................... 93

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EPPING CENTRAL BACKGROUND REPORT
1 Introducing the Plan for Epping Central
1.1 Purpose
The Plan for Epping Central provides an agreed vision and overall
development framework for how Epping Central should develop in
the future.
The Plan for Epping Central study area is shown in Figure 1. Epping
Central is a Principal Activity Centre of approximately 350 hectares,
and is located along a strategic public transport and development
corridor. The Plan focuses on developing an integrated transport,
land use and built form vision that will encourage greater investment
from a range of sources in the public and private sectors, and lead to
a reduced reliance on private motor vehicles.
The City of Whittlesea has undertaken the analysis of Epping Central
taking into account the projected growth and development of the
activity centre itself, as well as the development potential of the
South Morang and Epping North public transport corridors.
for land use and transport in Epping Central that have been
developed to achieve:
Integrated, mixed use, higher density development around
public transport and high quality amenity for the public and
private realm;
Reduced dependency on private vehicles, to reduce
congestion and noise, promote physical activity, and reduce
greenhouse emissions;
Promotion of high quality urban design and positive place
making;
Creation of a thriving 24 hour centre that will provide for a
range of needs, including shopping, employment, education
and services;
The Plan for Epping Central has had ongoing input from the
community, the development industry and the State Government.
The Epping Central Structure Plan will become an incorporated
document in the Whittlesea Planning Scheme and will inform the
preparation of applications for planning permits, funding applications
and further strategic work to be undertaken for the area.
Included within the Plan for Epping Central is an implementation plan
which outlines the short, medium and long term priorities for the
realisation of the Plan for Epping Central, including the
implementation of the Structure Plan itself.
This document, the Epping Central Background Report, provides
detailed discussion and analysis regarding Council‘s approach to the
Plan for Epping Central project, the community vision for Epping
Central, the built form, demographic and market context of Epping
Central and the critical challenges for the study area.
The Background Report assists to inform the content of the Epping
Central Structure Plan. The purpose of structure planning is to guide
use and development in an activity centre, with a view to improving
amenity, sustainability, access to transport, economic outcomes, and
health and wellbeing. The structure planning process builds on the
strengths of a centre, whilst responding to key weaknesses, and
providing a framework to develop a more sustainable urban form that
promotes a robust economic environment and provides residents
with meaningful lifestyle choice. The Epping Central Structure Plan
therefore sets out the specific policy directions and design objectives
Greater residential diversity including more affordable housing
options;
The creation of community focal points for gatherings and
events;
Equitable and timely distribution and delivery of physical and
social infrastructure;
Improved environmental management;
Development of sustainable transport links;
Definition of an implementation framework for private and
public sector investments; and
Positive contribution to the form of urban development in
accordance with the objectives of Melbourne 2030.

EPPING CENTRAL BACKGROUND REPORT 7
Figure 1
The Epping Central study area

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EPPING CENTRAL BACKGROUND REPORT
1.2 Project Methodology
The following figure outlines the approach adopted by Council to develop the Plan for Epping Central.
Policy Review
Policy Review
Work for the Plan for Epping Central has been carried out in the context of relevant state planning policies and
strategies. The focus of this review was Melbourne 2030 (2002), as well as the Melbourne 2030 ‗planning
update‘, Melbourne @ 5 million (2008).
Regional Analysis
Study Area
Analysis
Specialist
Investigations
Community Engagement:
Round 1
Vision and Emerging Directions
Paper
Community Engagement:
Round 2
Community Engagement:
Round 3
Formal Exhibition
Outcome:
Background Report
Outcome:
Key Findings Report
Outcome: Draft
Epping Central Structure Plan
Outcome:
EPPING CENTRAL
STRUCTURE PLAN
Outcome: Planning Scheme
Amendment and Implementation
Regional Analysis
The City of Whittlesea has taken a broader approach to achieve Melbourne 2030 objectives through the
application of a broad understanding of the context of the Epping Central study area.
A regional assessment has been undertaken to develop a sound understanding of regional influences and
potential drivers of change for Epping Central at a subregional level. The detailed findings of the regional
analysis are contained in Section 4: ‗Setting the Scene‘.
Study Area Analysis
In addition to the regional analysis, detailed analysis has also been undertaken of the existing site conditions,
constraints and issues within Epping Central that will need to be addressed by the Plan. Section 4 of this
report contains a detailed discussion of specific Epping Central characteristics, features and trends.
Specialist Investigations
Numerous specialist background and technical investigations have been undertaken to inform the strategic
direction of the Plan for Epping Central. These are as follows:
The Epping Wayfinding Study (ARUP 2007)
The Epping Central Brand Guidelines (Elmwood, 2008)
Epping Central market analysis (SGS Planning and Economics 2006 and 2009)
Population forecasting (.id 2009)
The Community Infrastructure Analysis for Epping Central (Collaborations and Beca Pty Ltd 2009)
Alcohol Harm Prevention investigation (Symplan 2010)
The Epping Station Precinct Community Hub Functional Brief (Collaborations 2010)
Figure 2
Project Methodology
The Epping Central Sustainable Travel Requirements Report (Booz & Co. 2011)
The Epping Central Drainage and Water Sensitive Urban Design Recommendations (Design Flow 2011)

EPPING CENTRAL BACKGROUND REPORT 9
These investigations have been undertaken to address gaps in the
preparation of the Structure Plan and to assist in the delivery of a
robust plan. The findings of each of these specialist investigations
are contained in Section 4 of this report.
Background Report
This Background Report presents a summary of the analysis and
investigations conducted to date, and provides an introduction to the
Epping Central study area, and the issues and policy drivers
currently affecting each of the precincts within the activity centre.
This analysis provides the primary policy justification for the initiatives
identified in the Epping Central Structure Plan.
Community Engagement
A program of community engagement has been conducted in order
to integrate the objectives of State Government planning and activity
centre policy with the needs and aspirations of local residents.
The methodology used for community engagement is set out in
Section 6 of this report, together with a summary of the outcomes.
The community engagement program consists of the following
stages:
Vision
A vision and framework for Epping Central has evolved through each
stage of the project methodology to result in a collective vision for
Epping Central that will guide detailed planning and development
directions. The objectives and policies contained in the Epping
Central Structure Plan have been developed to respond effectively to
the vision for Epping Central.
Epping Central Structure Plan
The Epping Central Structure Plan (ECSP) sets out the specific
policy directions and design objectives for land use, development
and transport in Epping Central over the next 20 years. Included
within the ECSP is the Epping Central Implementation Plan.
Implementation of the Plan for Epping Central will occur over the next
20 years and will be the shared responsibility of Council, the State
Government, the community and the private sector. The Plan for
Epping Central will be reviewed annually and the results continually
reported to Council and the community.
1) Raising community awareness and focus group meetings
(Round 1)
2) Key Findings Report
3) Presentation of the Emerging Directions Paper (Round 2)
4) Presentation of the Draft Structure Plan (Round 3)
5) Formal exhibition of the Epping Central Planning Scheme
Amendment
6) Ongoing communication
The community engagement program has been critical in achieving
community support and valuable input into the Plan for Epping
Central. It has resulted in a strong and positive vision for Epping
Central that has the support of Council and the State Government.

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EPPING CENTRAL BACKGROUND REPORT

EPPING CENTRAL BACKGROUND REPORT 11
2 Policy Context
2.1 The Planning Framework
The Plan for Epping Central has been developed within an existing
State and Local Government policy context. The policies that have
influenced the Plan for Epping Central are discussed in this section.
State Government Policy Context
Melbourne 2030 and Melbourne @ 5 Million
Melbourne 2030, released in 2002, is a 30 year strategic plan to
manage growth and change across metropolitan Melbourne and
Victoria. It aims to manage growth in a sustainable manner, reduce
urban sprawl, consolidate urban development around transport
nodes to make efficient use of existing infrastructure and improve
access to services and facilities. Key aspects of Melbourne 2030
have been incorporated into Clause 12 of the State Planning Policy
Framework of the Whittlesea Planning Scheme. Clause 12 provides
specific objectives and strategies for metropolitan Melbourne.
Melbourne 2030 aims to promote development that is highly
integrated with public transport. The Transit Cities program is an
initiative of Melbourne 2030. It aims to design and develop urban
precincts around key transport nodes to improve the interaction
between land use and transport and ensure more efficient use of
urban infrastructure. Melbourne 2030 designates Epping Central as
a Principal Activity Centre and a Transit City. Principal Activity
Centres (PACs) and Transit Cities are those which fulfil (or are
envisaged to fulfil) a significant economic, commercial and retail
function, and are generally well connected to the Principal Public
Transport Network (PPTN). Whilst Epping Central certainly exhibits
these characteristics, it is more uniquely placed than Melbourne‘s
other Principal Activity Centres due to its location on the urban fringe
and within a growth area context. This context, as discussed in detail
in Section 2.3 – Epping Central and Melbourne 2030: An Analysis, is
characterised by more recent, less connected surrounding
subdivision patterns in addition to reduced access to the PPTN, and
therefore requires a design and development response that is
different to Melbourne‘s other PACs that are located within
established inner and middle ring suburbs.
Melbourne @ 5 Million was released by the State Government in
2008 in response to revised population forecasts indicating that
Melbourne‘s population is expected to greatly exceed the number
predicted at the time of the release of Melbourne 2030. The key
changes proposed by Melbourne @ 5 Million that have implications
for the Plan for Epping Central include:
Extension of the Epping North growth corridor beyond the
existing Urban Growth Boundary to Donnybrook; and
Designation of six of the previously designated Transit Cities
as Central Activity Districts (CADs) that will become the focus
for State Government investment.
The document also re-emphasises the need to accommodate
increased levels of housing and employment within the established
areas of metropolitan Melbourne, particularly in proximity to existing
public transport infrastructure.
Epping Central was not designated as a CAD under Melbourne @ 5
Million but maintains its status as a Principal Activity Centre, and
continues to be eligible for State Government funding through
initiatives such as the Expert Assistance Program and the Creating
Better Places Program.
Melbourne 2030 Direction
Melbourne 2030 requires Local Government to produce structure
plans for their PACs to be used as a tool for future planning, and to
form the basis for a cohesive place management approach. In
accordance with Melbourne 2030, the Epping Central Structure Plan
will:
Set the strategic framework for the use and development of
land in and around the Epping Activity Centre, and give clear
direction to investors and service providers about preferred
locations for development and redevelopment;
Support the role and function of the Epping Activity Centre
given its classification as a PAC and Transit City, in addition to
policies for housing intensification and development of the
public transport network;
Provide guidance regarding the scale and direction of
development necessary to meet the needs of the community,
now and in the future; and
Reflect Melbourne 2030‘s performance criteria, shown below.
According to Melbourne 2030, activity centres will best meet the
vision, principles and key directions of the strategy when they
achieve the following:
Social objectives:
Improve the liveability (safety, convenience, comfort,
aesthetics) of the area
Increase opportunities for social interaction and provide a
focus for the community
Contribute to the area’s natural, cultural and historical heritage

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EPPING CENTRAL BACKGROUND REPORT
Make a wide range of services and facilities more accessible
to all
Relate well to surrounding development, land uses and
landscapes
Meet the needs of all segments of the population
Maintain or improve transport choice for all
Maintain or improve public health
Economic objectives:
Contribute to economic competitiveness of the network of
centres that provides wide community benefit
Promote urban forms that minimise overall land and transport
requirements
Ensure more efficient use of land and provision of
infrastructure
Improve freight movement and business logistics
Improve business and employment opportunities
Environmental objectives:
Encourage the development of urban transport systems that
will limit pollution from fossil fuels and reduce greenhouse gas
emissions
Improve energy-efficient building design and layout
Limit the amount of waste generated for disposal off-site
Increase water conservation, including water-sensitive urban
design
Control noise emissions to achieve reasonable levels near
sensitive uses.
The Plan for Epping Central has been designed to improve Epping
Central‘s achievement of these goals. In addition to the performance
criteria, Melbourne 2030 also incorporates specific design principles
for activity centres. These include:
Improved community safety by promoting surveillance of public
space, ‗active‘ ground floors facing public spaces, and clear
identification of public and private spaces;
Development that supports convenient pedestrian access and
amenity;
A mix of compatible land uses that promote vitality and variety;
Centres that are open, accessible and welcoming to all, and
that are integrated with the surrounding urban area;
A focus on public transport, with developments demonstrating
ease of access and community safety; and
Increased employment and housing densities in close
proximity to public transport.
The design philosophy entrenched within the ECSP strongly supports
these design principles and will seek to overcome the existing land
use and built form constraints that Epping Central exhibits.
The Victorian Transport Plan
The Victorian Transport Plan is a comprehensive plan that sets out
directions and initiatives to manage transport-related challenges
triggered by Melbourne‘s growth and development. The plan focuses
on reducing congestion, improving freight transportation and
encouraging a wider choice of transport options, including walking
and cycling and improved public transport; all aspects which are
central to the objectives of the Plan for Epping Central.
The State Government has set a transport target of increasing the
mode share of public transport to 20% by 2020. The Transport Plan
lays the foundation to achieve this goal.
The ECSP will provide the catalyst to achieve this goal in Epping
Central by:
lobbying for heavy rail extensions;
encouraging increased and improved bus services and
connectivity; and
improving the public realm, and infrastructure which
encourages walking and cycling.
State Planning Policy Framework
The State Planning Policy Framework (SPPF), included in the
Whittlesea Planning Scheme (the Scheme) contains State-wide
planning policies and strategies which must be taken into account by
Council when preparing amendments to the Scheme or making
decisions under the Scheme.
Clause 12 – Metropolitan Development
The key State Planning Policy of particular relevance to transitoriented
development is Clause 12 – Metropolitan Development,
which incorporates the key Melbourne 2030 objectives. In summary,
Clause 12 outlines the following objectives for metropolitan
Melbourne:
To facilitate sustainable development that takes full advantage
of existing settlement patterns, and investment in transport and
communication, water and sewerage and social facilities;
To concentrate metropolitan growth close to services and
public transport corridors and make efficient and effective use
of existing infrastructure, thereby minimising urban sprawl and
its associated costs, including:
o Loss of valuable agricultural land and areas of
environmental significance on the urban fringe;
o The expense of providing new infrastructure, particularly
public transport, to growth areas; and
o High energy use associated with increased reliance on
private transport.

EPPING CENTRAL BACKGROUND REPORT 13
To develop Metropolitan Melbourne and the surrounding
regional centres as a network of cities to provide a choice of
places to live, establish businesses and find employment;
To create a strong and innovative economy;
To create urban environments that are of better quality, safer
and more functional, provide more open space and which have
an easily recognisable sense of place and cultural identity;
To provide fairer access to and distribution of social and
cultural infrastructure;
To minimise impacts on the environment and establish a trend
towards sustainable growth and development; and
To create a more sustainable transport system by better
integrating land-use and transport.
The ECSP will act as the key tool to shape urban development in
accordance with the objectives of Clause 12 of the Whittlesea
Planning Scheme.
In addition to Clause 12, the following State Planning Policies will
also inform and support preparation of the Epping Central Local
Structure Plan:
Clause 17.01 Activity Centres: aims to encourage the location of
retail, commercial, administrative and cultural developments within
activity centres that are highly accessible to the community.
Clause 18.01 Declared highways, railways and tramways: aims to
―integrate land use and transport planning around existing and
planned declared highways, railways, principal bus routes and tram
lines‖.
Clause 18.02 Car parking and public transport access to
development: aims to ―ensure access is provided to developments
in accordance with forecast demand taking advantage of all available
modes of transport and to minimise impact on existing transport
networks and the amenity of surrounding areas‖.
Clause 18.03 Bicycle transport: aims to ―ensure integrated
planning for bicycle travel with land use and development planning
and encourage cycling as an alternative mode of travel‖.
Local Government Planning Policy Context
The Local Planning Policy Framework (LPPF) of the Whittlesea
Planning Scheme contains the Municipal Strategic Statement (MSS)
and Local Planning Policies (LPPs).
The LPPs state specific local requirements for issues that must be
considered in decision making under the Planning Scheme. Each
LPP gives the responsible authority an opportunity to state its
position on a planning issue in the local context, and provides guiding
principles for the consideration of planning permit applications.
Municipal Strategic Statement (MSS)
The MSS is a concise statement of key strategic planning, land use
and development objectives for the municipality, together with
strategies and actions for achieving the objectives. When preparing
amendments to the Scheme and before making decisions about
planning permit applications, planning and responsible authorities
must take the provisions of the MSS into account.
The MSS details the strategic objectives for the future development
of activity centres in Clause 21.06-5, the key objective being:
To define the role and extent of a series of activity centres
which establish a focus for the provision of accessible goods
and services, employment generation, community meeting
places and associated land uses.
The focus of these strategies is to increase the total amount of retail
floor space commensurate with population growth in accessible
locations. The MSS identifies that at the time of writing there was
unmet potential for approximately 33,000 square metres of retail floor
space throughout the municipality. More recent market analysis has
indicated that there is a significant demand for additional retail floor
space.
Some of the key strategic directions in this Clause relevant to the
ECSP are to:
reduce the amount of escape expenditure by incorporating a
range of other employment and entertainment activities in
higher order centres at South Morang and Epping;
consolidate the role of the Epping Plaza development by
making provision for the establishment of bulky goods retailing
in the immediate vicinity of the site;
allocate unmet potential for the provision of retail floor space in
locations which are accessible to existing and future
populations and which contribute to or promote opportunities
for employment generation and provision of public transport;
limit the extent of commercial incursion into residential and
industrial areas by allocating suitable amounts of industrial and
commercial land in appropriate locations;
define the extent and preferred locations for the establishment
of associated commercial activities such as bulky goods
retailing; and
ensure the most effective practical range of transport and
telecommunications services between activity centres and
their trade areas.
The MSS recognises that road capacity limitations, particularly for
north-south road links with heavy reliance on the High Street and
Plenty Road corridors, have heightened the need for integrated
transport planning. Strategic objectives regarding transport and
accessibility are set out within Clause 21.06-6. The primary aim of
this Clause is:
To establish an efficient, interconnected (multi modal)
transportation system which increases the level of accessibility
and choice within and beyond the City of Whittlesea.
Specific actions are proposed to implement this objective relating to
the location of future bus, heavy and light rail, and road links. For the
ECSP, the following actions are of relevance:

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EPPING CENTRAL BACKGROUND REPORT
extension of the heavy rail from Epping to South Morang
including establishment of a multi modal interchange;
resolution of a preferred route for east-west travel across the
municipality;
extension of Childs Road west of High Street;
resolution of the role and ultimate alignment of the E6;
overall reduction in car based travel; and
increased importance of planning for alternative forms of public
and private travel.
Strategies to improve the City‘s image and appearance are contained
within Clause 21.06-9. The key objective is identified as:
To progressively upgrade the image and appearance of the
City of Whittlesea focussing on retention of local environmental
features, landscape qualities and urban and landscape design
improvements
The following objectives are of particular relevance to the ECSP:
protect and enhance urban and rural waterways and
associated open space opportunities;
pay careful attention to scenic quality and landscape sensitivity
to ensure that a higher quality of living is promoted;
pay careful attention to signage on land or buildings which
adjoin or have exposure to major gateways and important
transport corridors to ensure signs enhance the visual amenity
of the area; and
oppose the establishment of unsightly industries in close
proximity to major activity centres and along main roads.
At the time of writing, the Whittlesea Planning Scheme contains no
LPPs of particular relevance to the municipality‘s activity centres.
The Plan for Epping Central has been developed in the context of the
discussed planning framework, but will ultimately also lead to
comprehensive revisions to the Whittlesea Planning Scheme,
including the MSS and LPPs. Please refer to Section 2.3 for
information on the ECSP‘s relevance to other Council initiatives and
strategies.
Zoning and overlays
Current land use zoning in Epping Central displays the following
features:
Business and industrial zones predominate on both the
Cooper Street and High Street corridors.
The majority of land in Epping Central to the west of High
Street consists of industrial- and business-zoned land, while
much of the area to the east of High Street is zoned
Residential 1.
Some attempt has been made to buffer industrial uses from
residential areas through the application of the Industrial 3
Zone, particularly on the western side of High Street. The
Salicki Avenue / Buch Avenue industrial precinct off Childs
Road however is designated as Industrial 1 Zone (which
allows potentially higher-impact uses such as manufacturing
and automotive repair) directly abuts residential properties to
the east.
Several sites in Epping Central were rezoned in 2010 under
Amendment C131 to facilitate mixed use development prior to
the implementation of the structure plan, namely:
Site Previous zone New zone
102-120 Cooper Street Industrial 1
8/500-510 High Street Business 4 Mixed Use
522-528 High Street Business 4
719 High Street Industrial 3 Business 1
Overlays that currently apply to Epping Central include:
A blanket Development Contributions Overlay (Schedule 3) to
facilitate contributions to drainage infrastructure;
A Public Acquisition Overlay (Schedule 3) to allow for the
construction of a road connecting McDonalds Road with
Cooper Street along the creek and Campbell Street alignment;
A Development Plan Overlay to guide the development of the
Epping Plaza site;
Several individual Heritage Overlay sites (refer to the Heritage
discussion under Section 4.2 for further discussion);
Land Subject to Inundation Overlays associated with the
Darebin Creek corridor and a tributary of Edgars Creek at the
western end of Dreamhaven Court; and
Design and Development Overlays (Schedule 10) associated
with all of the sites affected by Amendment C131 above, as
well as Environmental Audit Overlays associated with 522-528
High Street and 102-120 Cooper Street.
At present, zoning in Epping Central is disjointed, and restricts the
potential to transition the area to a more coherent, mixed use activity
centre. All of the current zoning and overlay provisions in Epping
Central will be reviewed as part of the structure planning process, to
facilitate the application of the Activity Centre Zone, as well as to
determine the appropriateness of existing overlays.

EPPING CENTRAL BACKGROUND REPORT 15
Figure 3
Zoning and overlays in Epping Central

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EPPING CENTRAL BACKGROUND REPORT
2.2 Epping Central and Melbourne 2030: An analysis
As discussed above, the Victorian State Government released
Melbourne 2030 in October 2002, a planning document outlining the
desired pattern of development for metropolitan Melbourne for the
next 30 years. A key philosophy driving Melbourne 2030 is activity
centre planning. Activity centres like Epping Central are intended to
provide the focus for services, employment and social interaction in
designated cities and towns. They range in size and density and are
places where people shop, work, meet, relax and live. Usually wellserved
by public transport, they are focal points for the community
and meet a wide range of needs.
Melbourne 2030 has placed significant emphasis on the role of
existing and planned activity centres as a strategy to better manage
the location, form and extent of metropolitan growth.
Role of Activity Centres
Activity centres will be the focus of major change in metropolitan
Melbourne over the next 30 years. They are uniquely placed to
provide for much of the anticipated growth in households. They are,
or will be, well served by public transport, and they offer a wide range
of services and facilities benefiting the whole community.
Vision for Activity Centres
Activity centres will be developed as centres for business, shopping,
working and leisure. Most will also contain community facilities
related to public administration, education, health and emergency
services. They will also be important locations for the development
of different types of housing, including forms of higher density
housing.
Objectives for Activity Centres
Under Melbourne 2030 it is intended that Activity Centres achieve the
following:
reduce the number of private motorised vehicle trips by
concentrating activities that generate high numbers of (nonfreight)
trips in highly accessible locations
encourage economic activity and business synergies
broaden the mix of uses appropriate to the type of centre and
the needs of the population served
provide focal points for the community at different geographic
scales
improve access by walking, cycling and public transport to
services and facilities for local and regional populations
support the development of the Principal Public Transport
Network
Epping Central is classified as one of 26 Principal Activity Centres
(PACs) in metropolitan Melbourne, in accordance with the Melbourne
2030 typology shown below:
Central Activities District
Melbourne 2030 designated Melbourne‘s Central Business District
and its immediate environs as the Central Activities District.
Melbourne @ 5 Million has since expanded this classification to six
other centres – Footscray, Broadmeadows, Box Hill, Ringwood,
Dandenong and Frankston – to create a multi-centred city structure
that better distributes employment and activity.
Major Activity Centres
This classification takes in most of the rest of Melbourne‘s largest
activity centres. They have similar characteristics to Principal Activity
Centres but serve smaller catchment areas. Continued development
at Major Activity Centres supplements the network of Principal
Activity Centres and provides additional scope to accommodate
ongoing investment and change in retail, office, service and
residential markets.
Principal Activity Centre
The size and/or location of Principal Activity Centres mean they have
an especially important role to play as a focus for community activity,
services and investment. Melbourne 2030 identifies them as a
location for priority Government investment and support. The
Government will work with the private sector to help effect
improvements to public transport at Principal Activity Centres.
Neighbourhood Activity Centres
These are dominated by small businesses and shops. They offer
some local convenience services and at least some public transport.
Neighbourhood Activity Centres have a limited mix of uses meeting
local convenience needs, are accessible to a local user population
via walking and cycling, and serve as community focal points, ideally
close to schools, libraries, child care, health services, police stations
and so on.
Melbourne 2030 advocates for the establishment of dispersed higher
order activity centres that are to become the focus for intensification
and redevelopment in a more diverse format. The location and
physical relationship between existing and planned activity centres is
represented in Figure 4 following.

EPPING CENTRAL BACKGROUND REPORT 17
Influencing the form of Activity Centres
Beyond the description set out above of the intended outcomes for activity centres, Melbourne 2030 also
indicates the preferred form of activity centres with an emphasis on restructuring car based centres as
depicted below in Figure 5.
Figure 4
Metropolitan activity centres network
(Source: Department of Planning and Community Development 2009)
Figure 5
Typical Car Based Centre
(Source: Melbourne 2030 2002)

18
EPPING CENTRAL BACKGROUND REPORT
The forces that shape activity centres are a complex mix of social,
demographic, economic, environmental and urban form factors that
need to be working in concert if centres are to achieve the form and
composition sought by Melbourne 2030.
In terms of physical structure, mix of land uses and the role of activity
centres, there are a combination of historic, regional and local
influences that shape activity centres. These influences must be
understood in order to avoid ‗imposing‘, through planning
frameworks, a form of centre that cannot be achieved for a variety of
reasons.
This section therefore analyses the context within which Epping
Central has evolved and the influence that this context has had on
the form and composition of the Epping Central Activity Centre. The
purpose of this analysis is to establish the constraints that Epping
Central‘s context has placed on development and therefore what
factors the Plan for Epping Central must have regard for when setting
out a development framework.
The form of activity centres is:
Linked to, and often a reflection of, the surrounding urban
form;
A reflection of the relative ‗maturity‘ of the surrounding
catchment that supports the centre; and
Dependent upon infrastructure investment.
Over the last 30-40 years, many new activity centres in Australia and
overseas have developed as isolated, internalised car-based centres,
and in terms of their offer of facilities and services are often little
more than shopping centres. These centres (and by extension the
suburbs in which they are located) can lack the density and diversity
of land uses, transport options, adaptability, character, vitality,
facilities and services which are characteristic of many established
strip / main street centres in Melbourne‘s inner to middle ring
suburbs.

EPPING CENTRAL BACKGROUND REPORT 19
Epping Central: A fringe activity centre
Epping was established in the mid-1800s and was essentially a country
town until the second half of the twentieth century, as Melbourne
expanded outwards and Epping became a fringe suburb. The form of
Epping Central reflects this evolution of roles, with both a traditional strip
shopping centre on High Street, and the internalised stand alone
shopping centre Epping Plaza. The principles underpinning Melbourne
2030 advocate a return to walkable, street-based centres with a
significantly reduced reliance on the private vehicle. This form is already
operating successfully in many inner to middle ring suburbs, where
vibrant centres include Glenferrie Road, Lygon Street, Chapel Street,
and Brunswick Street. Epping‘s location on the city fringe, however,
means that the establishment of a thriving and functional activity centre
will offer a different set of challenges, and require a careful approach that
is cognisant of Epping‘s context and envisioned role. A comparison of
the characteristics of a middle to inner city location versus a fringe
location is set out at right.
Epping Central
The pattern of roads surrounding the High Street precinct is evenly
spaced, for the most part highly legible and has capacity to
accommodate significant traffic volumes. More recently subdivided
areas however are dominated by a cul-de-sac pattern with poor
connectivity
Heavy car dependency has resulted in much of Epping Central being
dominated by car parks, such that property frontages are often
occupied by car parking rather than built form;
The road reserve is often generous with deliberate provision for
plantation reserves, central medians and the like, however these
spaces are not typically well maintained and can detract rather than
contribute towards the character of the area
Public transport has not been a priority in Epping Central until
recently. The focus of infrastructure investment has been on the road
network, leading to poor access to limited forms of road based public
transport such as buses
Streets such as Cooper Street and High Street have become arterials
designed to effectively and efficiently funnel traffic to and from
destinations outside of Epping Central. These roads are
characterised by wide road reserves and are high speed
environments that act as barriers to pedestrian movement
Epping Plaza is an internalised shopping centre, and dominated by
privatised spaces
Open space areas are not linked
Housing stock is generally homogenous with few architecturally
designed homes
There is limited land use diversity, and land uses are disparate and
disconnected
Household income levels are generally lower
Land prices are generally lower
Middle Ring and Inner City Activity Centres
Regular block dimensions
The alignment of roads often creates direct vistas to meeting points or
places of Civic or cultural importance
Pedestrian scale character despite traffic volumes
Specialist niche role often defines the centre
The street space or width of road reserve is generous with deliberate
provision for plantation reserves, central medians and the like to
create a positive sense of place, scale and public amenity
Historical provision of public transport
Strong sense of place and character that has evolved over time
Location on a major transport route that forms part of a broader grid
network
Originally a local centre but now supported by passing trade and a
broader catchment that has developed over time
Absence or limited amount of internalised retailing
Positive friction caused by sharing of street space by a range of
activities and transport modes
Diverse, higher density housing in the immediate surrounds
Range of land uses including entertainment and community facilities
Household income levels are generally higher
Property prices are generally higher

20
EPPING CENTRAL BACKGROUND REPORT
In order for Epping Central‘s commercial centre to meet the
standards expected of Transit Cities described above, the
surrounding urban fabric, including transport systems, land uses,
road networks and open space connections must adapt. The
ultimate form of Epping Central will be influenced by these elements,
the relative maturity of the market conditions and the influence of the
Whittlesea Planning Scheme.
Accordingly it will be necessary for each of the underlying patterns or
sets of ‗structural conditions‘ to be successfully addressed through
specific actions and recommendations to achieve a vision that is in
accordance with the principles and objectives of Melbourne 2030.
This issue will become particularly relevant in the site analysis and
design response components of the Plan for Epping Central.
Can sufficient car parking be provided without compromising
other objectives
To what extent can the surrounding urban form be adapted to
support desired outcomes for the activity centre
How will Epping Central differentiate itself from other centres
How will strategic urban planning strategies provide for and
support change over time
The Plan for Epping Central has been prepared with these questions
in mind. Each design and policy initiative described in the plan has
been developed in order to respond to one or more of the issues
described above.
Taking into account the particular challenges of Epping Central‘s
historic development context, including the need to accommodate the
existing prevalence of ‗big box‘ retail and work with established
patterns of development, the critical questions for the Epping Central
Project are:
To what extent can big box activities and requirements be
successfully integrated with street based and other activities
How will the provision of higher order transport and other
infrastructure be achieved in a timely fashion
Can pedestrian and public transport access be provided in a
timely fashion
How will local identity be retained and enhanced
What range and intensity of activity can be supported by the
existing and future catchment of the centre
Can existing and anticipated amenity issues be successfully
resolved
Are residents of and visitors to Epping Central able to choose
sustainable modes of transport over car based transport

EPPING CENTRAL BACKGROUND REPORT 21
2.3 Other Council Strategies
At the broader municipal level, there are several strategic plans
which are of relevance to the goals and objectives of the ECSP. The
most significant of these are summarised below (see Appendix A for
further detail).
The Community Plan and the Corporate Plan: The City of
Whittlesea‘s Community Plan (Shaping Our Future: Whittlesea 2025
– Strategic Community Plan 2010) and Corporate Plan (Shaping Our
Organisation: City of Whittlesea Corporate Plan 2010 – 2011) are
two interlinked documents that set out the goals of the Whittlesea
community, derived from extensive community consultation, and links
these to the goals of Council as an organisation. All of the goals of
the ECSP are aligned to those of the Community and Corporate
Plans, which emphasise sustainable development; the timely
provision of services, facilities and spaces that support a healthy and
connected community; and a robust economic environment.
Housing Diversity Project (emerging policy): This strategy aims to
address the current lack of policy guidance in the City of Whittlesea
regarding the location of infill development and housing choice in the
established urban areas of the municipality. A more diverse housing
stock will be important to address the changing demographic profile
of the City and the decline in household size. Once complete, the
Housing Diversity Policy will guide the form and extent of housing
growth and change within the established suburbs. In particular it
aims to direct residential development into areas well serviced by
public transport and existing social and physical infrastructure.
The Environmental Sustainability Strategy: Key Directions, Draft
for Community Comment (2010): This strategy sets out key
directions which aim to embed sustainable thinking and action into all
Council activities, including its internal operations and external policymaking.
Sustainability is one of the major principles underpinning the
policy directions of the ECSP; key points of similarity with the
Environmental Sustainability Strategy include its objectives relating to
sustainable water use, climate change mitigation and preparedness,
and sustainable built form and urban development.
Municipal Public Health and Wellbeing Plan 2009 – 2013:
Another significant guiding principle for the ECSP is planning for
health and wellbeing. Both the ECSP and the Municipal Public
Health and Wellbeing Plan seek to support physical activity and
walkable neighbourhoods, promote mental health through community
connectedness and service provision, and prevent alcohol related
harms (including street-based and family violence) through good
planning and design of licensed premises and public spaces.
The Whittlesea Strategic Transport Infrastructure Study (2002):
This strategy assessed the City of Whittlesea‘s transport network, i.e.
the extent and usage of both the existing road network and public
transport services, and provided recommendations to address
service and infrastructure gaps, as well as to use the existing
network more effectively. Many of the objectives of the study have
direct relevance to the ECSP, including those relating to transport
and land use integration, the promotion of walking and cycling, and
the preservation of future public transport corridors.
The ECSP also has relevance to the following strategies:
The Whittlesea Walking Strategy 2008: through the creation of
walkable neighbourhoods and support for active transport.
The Disability Action Plan 2009 – 2012: through the promotion of
accessible built form and public space.
The Multicultural Plan 2007 – 2011: through an inclusive
community consultation process and provision of community
facilities.
The Cultural Collections Strategy 2008 - 2012: through support for
public art in urban and community spaces.

22
EPPING CENTRAL BACKGROUND REPORT
3 Regional Context and Study Area
3.1 Regional Analysis
KEY POINTS
The City of Whittlesea covers an area of 487 square
kilometres, and supports a wide variety of land uses including
urban, agricultural, forests and grasslands.
Urban development is concentrated in the southern portion of
the municipality and supports a hierarchy of activity centres,
including Epping Central as the municipality‘s Principal Activity
Centre.
Whittlesea‘s population is expected to increase dramatically
from 130,000 (at the 2006 census) to 295,000 by 2031 based
on 2010 projections.
The City of Whittlesea is located to the north of Melbourne,
approximately 20 kilometres from the Melbourne Central Business
District (CBD), as shown in Figure 6. Together with its neighbouring
municipalities, the City of Whittlesea forms part of the northern
interface between metropolitan Melbourne and rural Victoria.
Covering an area of approximately 487 square kilometres, the City is
physically one of Melbourne‘s largest municipalities. The Whittlesea
community includes both new and established residents of diverse
and multicultural backgrounds.
The State Government‘s metropolitan strategy, Melbourne 2030, has
endorsed the role of the City of Whittlesea as a growth area of
metropolitan significance. Anticipated growth will more than double
the population of the city from approximately 130,000 (as at the 2006
census) to around 295,000 persons by 2031 (.id Consulting 2010).
Despite the large scale development and growth planned for the
municipality, most of the city remains rural in nature (70% of land
being non urban). Rural areas support approximately 7,500 people
(based on ABS data), with the most significant settlement being the
Whittlesea Township.
Figure 6
Epping’s regional activity centre context

EPPING CENTRAL BACKGROUND REPORT 23
Urban areas are concentrated in the southern portion of the
municipality, and comprise the established suburbs of Thomastown,
Lalor, Epping, Mill Park and Bundoora, which currently accommodate
87% of residents (ABS data via .id Consulting 2010). Substantial
future growth is currently underway, and planned to extend north
from these established urban areas along the two growth corridors of
Epping North and the Plenty Valley. The Epping North / Epping
North East growth area is expected to accommodate 36,000 persons
by 2031, whilst the Plenty Valley Corridor comprises the growth areas
of South Morang and Mernda/Doreen further north, both of which are
currently being developed.
In 2010 the State Government announced a further extension to the
Urban Growth Boundary (UGB). The boundary has now been
extended along the Epping North corridor to include Wollert,
Donnybrook and Beveridge as indicated in Figure 7.
The Cooper Street Employment Area is currently being developed on
the land immediately to the north and south of Cooper Street, east of
the Hume Freeway (see Figure 9). This area includes the site of the
future Melbourne Wholesale Fruit, Vegetable and Flower Market
which is to be operational in 2012 and will employ approximately
6,000 people. A total of 23,000 jobs will ultimately be created within
the Cooper Street Employment Area.
Figure 7
Municipal land use
Regional transport links include the Metropolitan Ring Road and the
Hume Freeway, which provide direct access to the CBD and
Melbourne Airport. The municipality is serviced by both heavy and
light rail, which also provide public transport access to the CBD. Rail
will be extended further north in the short term to South Morang,
whilst other road and rail extension projects have been proposed, but
no clear timelines established at a State Government level.

24
EPPING CENTRAL BACKGROUND REPORT
The City is serviced by a hierarchy of Principal, Major, Specialised,
Neighbourhood and Local Activity Centres, as shown in Figure 8. As
noted earlier, Epping Central is designated as a Principal Activity
Centre in Melbourne 2030, and will become the focus of community
activity for the municipality. South Morang is a Major Activity Centre
and University Hill has been designated as a Specialised Activity
Centre. Lalor and Thomastown are both Neighbourhood Activity
Centres. Proposed centres have also been planned in the growth
areas to support the existing activity centre framework.
Figure 8
The City of Whittlesea’s activity centre hierarchy

EPPING CENTRAL BACKGROUND REPORT 25
Policy drivers: Regional analysis
The regional analysis highlights the need to:
Facilitate the extension of heavy and light rail infrastructure to
provide public transport access to a greater percentage of the
municipal population;
Capitalise upon the municipal benefits achievable from the
City‘s major employment generators;
Build upon existing community infrastructure to cater for future
population needs;
Develop Epping Central in a way that is conducive to its role as
the City of Whittlesea‘s Principal Activity Centre;
Integrate the established urban areas with the newer urban
development in the greenfield areas; and
Provide a balance between residential development in the
established areas and the greenfield areas to ensure
appropriate residential diversity.
Figure 9
Land use context of the Epping Central study area

26
EPPING CENTRAL BACKGROUND REPORT
3.2 The Epping Central Study Area
Epping Central is unique in terms of activity centres in that it covers a
vast area of approximately 350 hectares. The area is bounded by
McDonalds Road / Memorial Avenue to the north, the former Epping
Waste Disposal Site and the Willandra Drive precinct to the west,
Childs Road / Deveny Road to the south, and Darebin Creek to the
east.
The extent of the study area is attributable to two key factors.
1) Firstly, the provision of existing and proposed principal public
transport infrastructure. Public transport is a significant driver
of land use change and a major influence on accessibility, both
positively through the provision of alternative and sustainable
transport means, and negatively when new railway lines create
localised barriers to movement. Having regard to the
importance of public transport provision in achieving a
sustainable, highly liveable and accessible Epping Central, the
Epping Central study area has been influenced by:
An approximate 800 metre radius around the Epping rail
station; and
An approximate 800 metre radius around the proposed public
transport interchange on the proposed Epping North Public
Transport Corridor, located between Epping Plaza and the
Northern Hospital.
2) Secondly, the Epping Central study area boundary
acknowledges the extent to which Epping Central objectives
can be achieved within planned growth areas in the vicinity of
improved public transport provision. There are substantial
land use, built form and transport issues within Epping Central
and its surrounds. It would be ineffectual for the Plan for
Epping Central to address only those issues within immediate
proximity of Epping Station and Epping Plaza without having
regard to the surrounding residential and employment areas
that have a direct relationship with the centre. It is therefore
deliberate that the Epping Central study area includes a broad
area where significant land use and built form change is
envisaged.
In addition, the Epping Central boundary has been determined in
accordance with the guidelines approved by the Minister for
Planning; in particular:
The boundary allows for the provision of sufficient land to
support an appropriate level of commercial and residential
development over a 20- to 30-year timeframe, particularly
given the amount of vacant and underdeveloped land;
It incorporates key public land uses which have a strong
functional inter-relationship with the activity centre, including
schools, medical facilities and emergency services (though it
should be noted that some facilities are in need of upgrade);
and
The boundary also includes areas of significance in both the
local and regional public open space network, though again
upgrades are required in order for them to meet their full
potential and service a regional catchment.
The project also considers the regional and contextual impacts of the
Epping North Strategic Plan area and the Cooper Street Employment
Area on the Epping Central activity centre.
The Epping Waste Disposal Site
The Epping Waste Disposal Site is a large vacant development site
that housed the Epping Tip until it ceased operations in the late
1990s (see Figure 9). Quarrying activity was carried out at the site
prior to its use as a tip, with the quarry holes used as the first
receptacles for waste. The site occupies approximately 46 hectares,
and is bounded by Edgars Road to the west, Deveny Road to the
south, Cooper Street to the north, and the Northern Hospital and
vacant development land to the east. It is also traversed by Edgars
Creek, which runs north-south through the site. In the future, the
Epping Waste Disposal Site has the potential to accommodate
mixed-use development as well as green open space. This potential
derives from the following key characteristics of the site:
Its proximity to the future Epping North Public Transport
Corridor;
Its proximity to key commercial and employment destinations,
including the Northern Hospital, Epping Plaza, High Street
Village, the Miller Street industrial precinct and the proposed
Melbourne Wholesale Markets; and
The site is large and undeveloped, which means that important
aspects of future development, such as road layout, mix of
uses, lot size, and sustainability measures, can be ‗designed
in‘ from the outset.
However, given that the site has only recently ceased operation as a
tip, accepting both industrial and domestic waste, there is a very
strong likelihood that significant contamination of the soil and
groundwater within the site has taken place. This means that
Council and key stakeholders (including the landowner and State
Government agencies) will be required to carry out a number of
actions before the site can be redeveloped:
An Environmental Audit Overlay will need to be applied to
the entire site: this overlay is applied to potentially
contaminated land and requires an Environmental Audit to be
undertaken before that land can be redeveloped
An Environmental Audit will need to carried out by a qualified
auditor: this is a report containing information regarding the
history of the site, an assessment of its current condition (as
determined by soil tests as well as air, groundwater and
surface water, if relevant), a statement of suitable uses given
its current condition (if any), and, if necessary, an order to
carry out specified clean-up works.
It is highly likely that clean-up and rehabilitation works will
be required over many years.

EPPING CENTRAL BACKGROUND REPORT 27
As such, Council has made a deliberate decision not to include the
Epping Waste Disposal Site within the Epping Central study area in
favour of incorporating it at a later stage, if and when the necessary
site remediation works have been undertaken to permit development
on the land.
The history of Epping
The Whittlesea Heritage Study by Meredith Gould Architects (1991)
includes a summary of the history of Epping, in terms of both its
settlement and early development. First settlement of Epping
occurred in the early 1840s, when tenant farmers settled in the
region. At that time the settlement was known as Darebin Creek,
however when the township was surveyed in 1853 the name was
changed to Epping.
and the surrounding area, including at a site at the junction of
Howard Street and Houston Street which was only filled in the early
1960s.
Epping‘s early settlers were a mix of Irish, English, Scottish and
German immigrants, engaging primarily in dairy farming, with some
cultivation of crops. Notable early residents included a very young
Mary MacKillop and her family: the first Catholic service in the
township was held in the house of Mary‘s father, Alexander
MacKillop, in 1849.
The township plan accommodated the existing, somewhat skewed
alignment of High Street, and established a grid pattern of northsouth
and east-west roads over approximately a ten hectare area to
either side of this regional route.
The land fronting the west side of High Street between Rufus Street
and Memorial Avenue was designated for community uses, including
the bluestone churches, school buildings and former Council building
(now Police Station) that are still operating today (refer to Section 4.2
for further discussion of these buildings). It was anticipated that
development of the township would occur equally on both sides of
High Street around this precinct, however most development
occurred on the eastern side of High Street, with much of the area to
the west remaining undeveloped for many decades. This pattern
was attributed to the presence of the Darebin Creek to the east,
which served as the village‘s main water supply, and an elevated
rocky ridge to the west, which hindered development.
The relative abundance of bluestone buildings in the Epping Central
precinct is reflective of the ready availability of basalt in this region,
as a result of volcanic activity and lava flows in the Pleistocene era.
As noted earlier, extensive quarrying activity took place in Epping

28
EPPING CENTRAL BACKGROUND REPORT
4 Setting the Scene
Introduction
This section of the Background Report discusses the current
conditions and projected needs for the following key aspects of
development in Epping Central:
Population and Demographics
Urban Form and Character
Housing
The Movement Network
o
o
o
o
Pedestrian and Cycle Networks
Public Transport
The Road Network
Parking
Business
o
o
o
Retail
Office
Industrial
Entertainment and Leisure
Community Infrastructure
Open Space and the Natural Environment
For ease of reading, the key points for each aspect of development
have been summarised at the beginning of their respective sections.
Each section concludes with a list of ‗policy drivers‘, or issues arising
from the preceding analysis that are addressed by the Epping
Central Structure Plan.

EPPING CENTRAL BACKGROUND REPORT 29
4.1 Population and demographics
KEY POINTS
The population of Epping Central is expected to grow
steadily over the next several decades, as is that of the City
of Whittlesea as a whole (one of the fastest-growing
municipalities in the metropolitan area), whilst average
household size will decline.
Epping Central has a highly multicultural demographic
profile, with a significant proportion of young people. The
population is steadily ageing however (based on observed
trends to date and population projections), with rapid growth
in older age groups.
The employment profile of Epping residents is shifting: blue
collar occupations are declining in proportion to white collar
occupations.
Introduction
Available population data for the Epping Central study area is
limited, and as such this report will distinguish between data for the
City of Whittlesea and the suburb of Epping, of which Epping
Central is a part. Quoted figures have been drawn from the
Australian Bureau of Statistics 2006 Census data, the Whittlesea
Community Profile and City of Whittlesea Population Forecasts by
.id consulting (2010), and the Epping Transit City Market Demand
Assessment by SGS Economics and Planning (2009).
Existing Population and Demographics
The current population of the City of Whittlesea is estimated at
154,058 people (.id consulting 2010). The bulk of the population is
located in the established suburbs of Epping, Lalor, Thomastown,
Blossom Park, Mill Park, South Morang, and part of Bundoora.
Following the 2006 census, Epping was calculated to have a
resident population of 19,287 (.id consulting 2006), whilst Epping
Central itself had an estimated population of 3,602 (SGS 2009).
Epping Central services a wide population catchment from
surrounding suburbs, the municipality, and neighbouring LGAs
such as the City of Hume, and as such growth in the centre is
affected by broader population and development trends.
The current demographic profile of Epping and the City of
Whittlesea is outlined in the following sections.
Age
According to the 2006 census, Epping has a relatively young age
profile, with a higher proportion of children (aged 0-17) and young
adults (aged 18-24) and a lower proportion of older (aged 50 and
over) than the Melbourne Statistical Division (MSD). While at
present young people represent the highest proportion of the total
population, that proportion is declining compared to that of older
residents. From 2001-2006, the 0-4 and 5-11 year old age groups
declined significantly (by approximately 12-14%), whilst the
strongest growth was in the 50-59 and 60-69 age groups (with
increases of approximately 34-36% respectively). Strong growth in
older age groups (60 years plus) is expected to continue,
particularly from 2011 to 2021.
In 2006 the split between males and females was approximately
equal, however the proportion of females is expected to increase
as the population ages due to differing life expectancies (.id 2010).
Household types
According to 2006 census data, 46.8% of households in the
Epping-Epping North statistical area were categorised as ‗couple
with children‘, a decrease of around 6% from 2001 figures, but still
substantially higher than the total for the MSD of 33.2%. In 2006,
‗couples without children‘ constituted 20.6% of all households while
13.8% of households were characterised as lone person. There
has been a significant increase in the number and percentage of
these one- and two-person household types, which increases the
demand and need for one and two bedroom dwellings (ABS).
Cultural diversity
Whittlesea is the third most multicultural municipality in Victoria,
with almost half of the residents being from non-English speaking
backgrounds. In Epping, the most commonly spoken languages
besides English are Macedonian, Italian, Greek and Arabic.
As at the 2006 census, 1.1% of Epping‘s residents were from an
Indigenous background, with the majority of these aged 35 and
under. Epping has a higher proportion of Indigenous residents
than the City of Whittlesea (0.7%) but a much lower proportion than
the MSD (2.3%). Epping‘s Indigenous population is growing at a
much faster rate however, with a 24.5% increase since the 2001
census compared to 22.5% in the City of Whittlesea and 11% in the
MSD (ABS).
Household income
Census data indicates that the average weekly individual income
for Epping in 2006 was $442, whilst the average weekly household
income was $1,061, both slightly less than the averages for the
MSD.
A broader comparison of the 2006 average weekly household
incomes for Epping to those of the MSD indicates that there was a
smaller proportion of high income households (those earning
$1,700 per week or more) as well as a smaller proportion of low
income households (those earning less than $500 per week). This
translates to a larger band of middle income earners than for the
wider metropolitan region.
Based on the SEIFA index of disadvantage, the City of Whittlesea
is the sixth most disadvantaged municipality in Victoria. Epping-
Epping North is one of the more disadvantaged areas within the

30
EPPING CENTRAL BACKGROUND REPORT
City of Whittlesea, behind only Thomastown and Lalor. The
prevalence of factors including low levels of educational
qualifications, low incomes, and employment in low-skilled jobs all
contribute to higher SEIFA scores.
Education
In 2006, residents of the Epping-Epping North area had
significantly lower levels of education than those of the MSD,
however a comparison of data from the 2001 and 2006 censuses
shows that levels of education are increasing. In 2006, 38.3% of
residents had completed Year 12 or equivalent, compared to
48.6% of residents in the MSD. 13% had achieved a degree or
diploma / advanced diploma qualification, compared to 27.2% of
those in the Melbourne metropolitan area.
Journey to Work
Using 2006 Census Journey to Work data, we can ascertain the
portion of City of Whittlesea residents who (in 2006) worked within
or beyond the municipality. As shown in Figure 10 below, 25.6% of
residents work within the municipality, whilst the majority, 62.8%,
work in other municipalities. The most common location to travel to
work beyond the City of Whittlesea is the City of Melbourne,
followed by the interfacing Councils of Darebin, Hume, and
Banyule.
half will be located in the Epping North growth corridor. To date,
household size in the municipality has declined, and is expected to
continue to do so up to 2031, at which point the expected average
is 2.92 persons per household. Similar decline is expected in
Epping, with average household size declining to 2.82 persons by
2031 (.id consulting 2010). Epping‘s population is forecast to
increase by approximately 7,000 people to 27,029 between 2011
and 2031 (see Figure 11 below). Epping Central is projected to
grow to 6,594 persons, an increase of 2,992 persons from the 2006
population, in the absence of an adopted structure plan (SGS
2009).
Employment
In 2006, 66.3% of Epping‘s labour force (residents aged 16-65)
were employed full time, 24.7% were employed part-time, and
5.7% were unemployed (ABS 2006).
As at the 2006 census, the industries with the highest levels of
employment amongst Epping-Epping North residents were
Manufacturing (18.9%), Retail Trade (16.8%), and Health &
Community Services (9.5%). Between 2001 and 2006 however,
the percentage of residents employed in Manufacturing decreased,
whilst Health & Community Services, Construction, and Transport
& Storage all experienced strong increases (.id consulting 2010).
Figure 10
Employment location of City of Whittlesea
residents
Figure 11
Forecast population and household size for
Epping to 2031
(Source: id consulting 2010)
It is also worth noting that ‗white collar‘ jobs now comprise 56.9% of
(Source: id consulting 2010)
jobs in the City of Whittlesea, and are increasing as a proportion of
overall jobs, a trend consistent with that of the region and
Future population and demographics
Melbourne metropolitan area (SGS 2009). Whittlesea still has a
The population projections discussed below are forecast
higher proportion of blue collar jobs (labourers, technicians, trades
projections only and may change depending on external influences,
workers etc.) when compared to Melbourne as a whole, but they
such as market conditions, State Government planning, transport,
are declining in favour of office and service based occupations.
and employment policies.
It is projected that the City of Whittlesea will accommodate nearly
100,000 new residents between 2006 and 2031, of which nearly

EPPING CENTRAL BACKGROUND REPORT 31
This significant growth has numerous implications for Epping
Central. Issues include providing equitable access to public
transport and social infrastructure for new residents, and
determining the amount of retail, office and commercial floor space
required to cater for this growth in terms of shopping and
employment needs. Council has an informal policy to provide one
new job for every new household created in the municipality. As
such, there will be a high demand for more employment,
particularly in industries that match the skills of City of Whittlesea
residents such as office/clerical based jobs, manufacturing and
construction.
This information indicates that to reach Council‘s employment goal,
greater employment opportunities need to be provided within the
City of Whittlesea. As a Principal Activity Centre, Epping Central is
the most suitable location for this growth.
Policy drivers: Population and
demographics
The demographic profile of the city highlights a need to:
Cater for the needs of the growing number of young people;
Cater for an ageing population in terms of services, facilities,
housing requirements and access;
Cater for changing housing, employment provision, retail,
and supporting services needs of the local and regional
population;
Plan and design for the needs and expectations of the
Epping Central community; and
Cater for a multicultural community.
Epping Central‘s role as a regional centre will be considerably
expanded, and as such it must cater for the employment and
service needs of a population catchment that extends well beyond
its immediate environs. It is also expected that employment land
uses will evolve, to ensure that residents have the opportunity to
access local employment that fits with their skill sets and
qualifications. This will help to address current employment access
issues, including unsustainable travel times and costs, and
migration out of the municipality to be closer to employment
opportunities.

32
EPPING CENTRAL BACKGROUND REPORT
4.2 Urban Form and Character
KEY POINTS
The majority of Epping Central is laid out in a grid-based
formation.
Residential development is generally standard density, with
some medium density, low rise unit development.
Most retail/commercial development in Epping Central follows
a ‗big box‘ or internal mall (rather than street based) model.
Industrial properties are generally run down and in poor
condition.
The entire centre is described as being under-developed with
significant capacity for growth.
Introduction
The urban form, road network and land use patterns in the City of
Whittlesea‘s established suburbs have been influenced and shaped
by various factors. The development of these areas has responded
not only to landscape and environmental features, but also to
prevailing contemporary trends in planning and design. As a result,
there is significant design variation between neighbourhoods across
the municipality, depending on when they were established. This in
turn influences the ability of each to adapt to changing metropolitan
conditions. It is worth noting that, at present, there are no Planning
Scheme controls or Council policies that act as built form guidelines
and as a result built form and character have developed in an ad hoc
fashion. This section provides a general overview of the existing
development characteristics of Epping Central, as illustrated in
Figure 14.
Subdivision pattern and street layout
The subdivision pattern in the older established urban areas of
Epping, Thomastown, and Lalor is generally grid-based, with high
levels of connectivity and permeability. These centres feature
traditional main street based shopping strips, and a mixed use focus
around train stations. As urban growth extended east, west and
north from the 1970s through to the early 1990s, a pattern of
curvilinear streets and cul-de-sacs was adopted in Mill Park, Blossom
Park, and some areas of Epping.
In Epping Central, a well-connected grid-based street pattern is
evident in the area flanking the High Street Village, north of Cooper
Street, reflecting this precinct‘s history as the centre of the Epping
township established in the 1850s. The newer residential areas to
the south of NMIT were developed in the 1980s-1990s, and exhibit a
curvilinear pattern. The industrial precincts within the centre typically
follow a grid-type subdivision pattern, however roads are often not
connected to surrounding precincts.
Lot density
Existing residential development in Epping Central and surrounding
suburbs is generally characterised by low- to standard-density lots,
with a vast majority of dwellings being detached one to two storey
homes.
The average residential lot size is approximately 650 square metres,
with most lots being between 550-800 square metres. Larger lots up
to 1,200 square metres are also evident, and there are several single
storey unit developments where lots have been subdivided into 150-
250 square metre parcels.
The small residential lot sizes are contrasted by the larger retail and
industrial sites to the south of Cooper Street and west of Miller
Street. Many of these sites are vacant or underdeveloped.
Land use
Retail and commercial uses in Epping Central over the last several
decades have primarily developed in a ‗big box‘, car oriented style
rather than a pedestrian or street based format. Building footprints
are generally large, however there is very little commercial
development above two storeys in height. Several significant
pockets of industrial development are present in the study area. The
retail, commercial and industrial environment of Epping Central is
discussed in greater detail in Section 4.5.
All existing land uses remain independent of each other, and
generally buildings provide single-purpose functions. Vertical mixed
use development (i.e. a range of uses in a multi-storey development)
is limited to more recent development such as the Ray White building
at 769 High Street.
Urban character
Residential
The City of Whittlesea Urban Character Assessment (John Patrick
Landscape Architects 1999) describes the built form, landscape and
heritage values of Epping‘s neighbourhoods. Some change has
taken place in the activity centre since the report was written,
however several points continue to be of relevance. The report notes
that:
Much of Epping Central‘s residential built form consists of
Cream Brick (1950s-60s) and Mission Brown (1970s)
dwellings, particularly in the northern part of Epping Central
flanking High Street, with more 1980s and 1990s dwellings in
the areas flanking Dalton Road.
Most dwellings are single storey, detached and of average
size.
Many streets, particularly north of Cooper Street, have very
wide road reserves. Street tree plantings largely consist of
small specimens which are out of proportion to the large scale
of the street.
When the Urban Character Assessment was written, few mediumdensity
developments had been constructed in Epping Central.
Today, medium density housing, where present, generally consists of

EPPING CENTRAL BACKGROUND REPORT 33
single storey detached units, arranged along a ‗gun-barrel‘ driveway,
a style which is prevalent throughout the established areas of the
City of Whittlesea. In addition, some relatively new two storey
townhouses are evident, but these are less common.
Retail
The layout and function of each of Epping Central‘s retail precincts
varies significantly, and as such they each exhibit a distinct
character:
Epping Plaza is a typical internalised shopping centre
constructed in the 1990s, with car parking on street frontages
and limited address to either Cooper Street or High Street.
The High Street Village is a traditional strip shopping street
that has become somewhat run down. The setback between
the shops and the kerb is considerable, with this setback
space either used for angled parking or a wide footpath.
Landscaping is limited, as is infrastructure for pedestrians and
cyclists such as seating, bins, and bike racks.
The Dalton Village shopping centre is a small group of shops
with a large car parking area on the Dalton Road frontage.
The centre has recently been renovated, however it offers
limited visual interest or pedestrian amenity.
Industrial
There are several industrial precincts within Epping Central, and are
currently dominated by hard surfaces with limited landscaping and
high wire fencing. Specifically, the precincts are as follows:
The Yale Drive / Fullarton Drive precinct is located in the northwest
of the study area. It is characterised by wide road
reservations, large setbacks and large allotments. This
precinct is only connected to the surrounding study area via
Cooper Street to the south, with no connection to the Willandra
Drive or Miller Street precincts to the west and east.
The Miller Street precinct runs north of Cooper Street, parallel
to High Street, and was connected to O‘Herns Road to the
north in October 2010. Development in Miller Street to date
has occurred in an ad hoc manner, resulting in inconsistent
subdivision patterns and underdevelopment of many sites. In
recent years however some newer, well-designed warehouse
developments have been constructed, but these are somewhat
of a minority.
Jovic Road and Railway Road are two small industrial streets
running east-west on either side of High Street, south of
Cooper Street. Development in both streets is characterised
by low-quality building and property frontages, high proportions
of paved surfaces, haphazard car parking arrangements and
little to no landscaping in either public or private property.
The Salicki Avenue / Buch Avenue precinct is a triangular
industrial ‗pocket‘ located between Childs Road, the railway
line, and the Supply Drive residential precinct. Internally, the
precinct has a higher proportion of private landscaped areas
than other industrial areas in Epping Central, however cyclone
fencing predominates and the precinct presents poorly to
Childs Road. The area has good pedestrian connectivity
however via Supply Park to the north.
Heritage
Whilst there are no entire streets in Epping Central that have a
prevailing heritage character, there are several sites of significance,
all located within the historic Epping township area. Several
bluestone buildings from the mid- to late 1800s remain, including the
former municipal offices on High Street (1871), an old farmhouse on
Coulstock Street (1854), and the old Epping Primary School buildings
(1874 & 1877) which still form part of the school today. St Peter‘s
Church (completed 1867) is also an important historical landmark in
Epping Central, with the church spire being visible from many
surrounding streets.
At present, there are no known sites of Aboriginal significance in the
vicinity of Epping Central.
Several of Epping‘s historic buildings have been redeveloped for
contemporary use, whilst retaining much of their original character:
the former municipal offices (now the Epping Police Station) and the
Figure 12 St Peter’s Catholic Church, constructed in 1867
Coulstock Street farmhouse (a retirement home) are notable
examples of this. As Epping Central changes, it will be important to
explore other opportunities for re-use of these sites, and to maintain
their visibility and educational value.
The City of Whittlesea is currently conducting a Heritage Review,
which will assess all of Council‘s heritage sites and determine which
additional sites the Heritage Overlay should be applied to. At
present, the Heritage Overlay has only been applied to sites given an
‗A‘ or ‗B‘ rating under the City of Whittlesea Heritage Study (1991).
The Heritage Review will reassess those sites given a ‗C‘, ‗D‘ or ‗E‘
rating in the original study, updating the registry of heritage sites (as
some have been demolished since 1991), and potentially nominating
additional sites for protection under the Heritage Overlay. Ten sites
in Epping Central are included in this review, as indicated in Figure 3.
Transport corridors
Cooper Street and High Street, Epping Central‘s key arterial roads,
form a major intersection at the heart of the activity centre, effectively

34
EPPING CENTRAL BACKGROUND REPORT
forming its east-west and north-south ‗spines‘. The cross-sections of
both roads are expansive, consistent with Epping Central‘s profile as
a low density, outer suburban centre. The historic Epping Township
neighbourhood north of Cooper Street also has wide street
reservations that date back to Epping‘s founding (the road network is
further discussed in Section 4.4.3 of this report). The Epping rail line
(undergoing extension to South Morang at the time of writing) is also
a prominent feature.
Currently, these corridors represent significant barriers to movement
for pedestrians and cyclists, and as such it is more difficult to reach
key destinations within the activity centre without resorting to the use
of a private vehicle. This issue is discussed in greater detail in
Section 4.4.1 – Pedestrian and Cycle Networks and Section 4.4.2 –
Public Transport.
Urban Form drivers for change
The existing built form, lack of presentation to the streetscape, wide,
heavily trafficked roads and the lack of major public open spaces are
key elements that combine to contribute to the existing urban
character of Epping Central. However, the predominantly gridded
street and lot pattern along with potentially large development and
redevelopment sites and the significant investment in major transport
projects such as the South Morang Rail Extension and the Epping
Plaza Bus Interchange, make it an area which will benefit from well
managed change in the form of transit-oriented development.
An Urban Design Analysis of the existing built form, street and lot
pattern has been undertaken to determine:
The capacity of the area for change,
Those valued elements which should be retained;
Those areas most suited for redevelopment; and
What design outcomes are required to overcome existing issues
and to achieve the objectives for the centre.
The Urban Design Analysis included:
An assessment of existing built form;
An assessment of the existing lot and subdivision pattern and
the potential for consolidation of existing lots in the future for
larger development sites;
An assessment of the built form and urban design implications
of the new Epping Station;
Use of 3D software to model portions of the study area to
develop the rationale for proposed minimum or maximum
building heights and to determine potential impacts of
overlooking, access to sky and solar access;
An assessment of the public realm and public open space
available in the centre to develop a rationale for private and
communal open space requirements;
An analysis of existing streetscapes to develop a rationale for
proposed minimum or maximum building setbacks;
A general assessment of developer considerations and
financial structures / drivers with regard to investment and built
form outcomes; and
Engagement with developers in Epping Central through preapplication
meetings about the urban design guidance they
require and the feasibility or otherwise of particular design
outcomes.
Recommendations from the Urban Design Analysis include:
Precincts and Change Areas
The study area has been divided in nine precincts (See Section 5 –
The Epping Central Precincts) based on an analysis of:
The existing and proposed land use and built form framework;
Subdivision patterns and road layout;
Major infrastructure such as the Epping Railway line.
Precincts are generally regular in shape and consist of sites
designed for similar land use and built form outcomes. As such, the
sites within each precinct will have a stronger relationship to each
other than they might to sites within abutting precincts that have
different land uses or built form outcomes. The precinct boundaries
have also been prepared with consideration of translation into
ultimate Planning Scheme controls.
Of the nine precincts, six are considered to be high change precincts,
two are considered to be incremental change precincts and one is a
low change precinct. Characteristics of each include:
A high change precinct has substantial physical and infrastructure
capacity for further development and intensification of uses as it
typically demonstrates:
A location within 400 metres walking distance of the Principal
Public Transport Network (PTTN);
A location within 400 metres walking distance of a
supermarket;
Lot sizes in excess of 650 square metres in area;
A grid based street network that enables high levels of
connectivity; and
Development that is more than 20 years in age and therefore
starting to approach the end of its marketable lifespan.
An incremental change precinct has physical and infrastructure
capacity for further development and semi-intensification of uses as it
typically demonstrates:
A location within 800 metres walking distance of the Principal
Public Transport Network (PTTN);
A location within 800 metres walking distance of a
supermarket;
Property boundaries; and
Lot sizes in excess of 550 square metres in area;

EPPING CENTRAL BACKGROUND REPORT 35
An existing or proposed street network that enables high levels
The majority of developers in the City of Whittlesea have the
of connectivity; and
ability and experience to develop to three storeys;
Development that is more than 20 years in age and therefore
Land values in Epping Central are at a level to make three
starting to approach the end of its marketable lifespan.
storey development feasible; and
A low change precinct is already highly developed and in a location
further away from the PPTN and services, such that there is very little
capacity for further expansion of built form or use.
Height
As Epping Central develops, there will be a need to balance the need
for the increased development densities required to support
increased housing and employment provision, with consideration for
preferred character, and the amenity of the public and private realm.
In the short term, the risk of under-development of sites is particularly
high because:
Land values are gradually increasing in the centre but are yet
to reach a level whereby development of high density above
three storeys is necessary to achieve a return on investment;
Development of three storeys and above is still uncommon in
both Epping Central and the City of Whittlesea, leading to
hesitancy amongst the development sector to deliver it; and
The planning policy environment that supports increased
development densities is yet to be entrenched within the
Whittlesea Planning Scheme and consistently practiced by
Council, resulting in many developers opting for low risk multiunit
developments that have been frequently tried and tested.
Once land values increase, demonstration projects are developed
and the Epping Central Structure Plan is adopted into the Whittlesea
Planning Scheme, the risk of under-development will be significantly
reduced. To avoid under-development in the centre in the short term
however, there is a need to set a minimum building height
requirement of three storeys in high change areas. The Urban
Design Analysis revealed that a minimum three storey development
requirement is appropriate because:
Three storeys will result in a sufficient increase of development
densities in keeping with the objectives of the PAC without
being onerous on the development sector, particularly in the
short term.
With regard to upper heights for the centre, a generally acceptable
upper height limit of eight storeys for high change areas has been
determined based on:
The average width of Epping Central‘s east-west arterial,
connector and local roads which is 30 metres. 3D modelling
indicates that on larger sites, development up to eight storeys
(around 28.5 metres) where upper levels are stepped back can
be accommodated without overshadowing the public realm on
the south side of the road (See Figure 13). Solar access to at
least one footpath is considered to be a tangible and
reasonable measurement for determining the effect of a
development on the amenity of the public realm;
Acknowledgment that due to the smaller size of many sites in
the high change areas of Epping Central, development of up to
eight storeys will not be possible in many instances due to
impacts on the private open space of neighbouring properties;
Identification of a few larger strategic redevelopment sites
where developments of greater than eight storeys in height will
be possible without creating a detrimental impact upon the
public realm or private open space therefore making the
maximum height limit of eight storeys a guide rather than a
mandatory requirement; and
The need to link increased height requirements to a ‗preferred
neighbourhood character‘, rather than perpetuating the
existing neighbourhood character which is predominately
single and double storey with regard to height.
Figure 13 Modelling of building height for overshadowing
With regard to medium changes areas that have less capacity for
change, a general height requirement of 2-4 storeys has been
developed based on:
The capacity of the study area‘s residential areas being
significantly larger than the demand for higher density housing

36
EPPING CENTRAL BACKGROUND REPORT
in the centre (See Section 4.3 Housing) meaning it is not
necessary to allow or require high density development
throughout the entire centre as supply would outstrip demand;
The need to provide a transition in built form between the
higher density high change precincts in the heart of Epping
Central with the existing low density / low change residential
areas outside of the study area;
The need to provide a diversity of dwelling types in the centre
to respond to housing demand (See Section 4.3 – Housing)
that range from higher density apartments to medium density
units, townhouses and terraces of different sizes; and
Recognition that exceptions for increased height above four
storeys may be possible for corner sites and larger sites where
it can be demonstrated that development above four storeys
will not significantly impact upon the preferred neighbourhood
character for medium density residential areas or impact upon
the amenity of surrounding properties or the public realm.
Pedestrian Amenity and Setbacks
There is a need to enhance pedestrian routes throughout the centre
and particularly in the high change areas, which reinforces the need
for visual interest and design for the safety of pedestrians along
these routes.
At present, the majority of buildings in Epping Central have large
front building setbacks measuring an average of 7 metres in
residential areas and up to 40 metres in ‗big box‘ retail areas. The
built form is low in scale with inactive frontages consisting of blank
walls or standard detached dwelling frontages. The front setback
areas are dominated by parking or large fences in retail and industrial
areas and garages or front gardens in residential areas.
The culmination of these design factors has meant there is very little
active or passive surveillance of Epping Central streetscapes,
contributing to poor perceptions of safety and therefore low levels of
pedestrian activity. As such, there is a need to move buildings
‗forward‘ on lots to facilitate more ‗eyes on the street‘ and better
active and casual surveillance afforded by reduced setbacks.
Reduced front setbacks will need to be complimented by active
frontages that consist of transparent glazing to active or habitable
rooms, spaces and balconies which can maximise the number of
people in close proximity to the streets at any one time and increase
feeling of safety and useability.
Reduced front setbacks will also work to increase development
density in the centre and achieve alternative design outcomes for
parking such as basement or undercroft parking design that reduces
the visual dominance of at-grade parking.
Open Space
The lack of major public open space and the generally poor condition
of streetscapes (See Section 4.7 Open Space and the Natural
Environment) has led to the need to provide additional public open
space complemented by increased provision of publicly accessible
open space or communal open space as part of larger private
developments.
Opportunities for new areas of public open space will be identified in
addition to significant improvements to the streetscapes and public
realm. However, an increase in the supply of open space on private
property is also required given the extent of under-supply of open
space in the centre. More specifically, the Urban Design Analysis
has determined that generously sized, accessible, highly useable
and well-designed communal open space areas should be required
in developments comprising ten or more dwellings or more than
1,000 square metres of office. These scales of development
accommodate a density of residents or employees where both open
space demands could exceed that provided by private secluded open
space or streetscapes, and where the incorporation of communal
open space within the design of the development does not represent
a prohibitive cost to the developer.
To achieve optimal use and value from communal open spaces, the
Urban Design Analysis found that they must be designed to facilitate
or enable:
Community meeting places;
Weather protection and access to sunlight;
Resting opportunities;
Passive surveillance from surrounding buildings; and
Safety through removal of secluded hiding spaces.
The scale of the space was found to be not as important as
achievement of the above factors and as such, no minimum size for
communal open spaces will be specified.
Public Art and Gateway Treatments
Epping Central currently lacks a visual identity that can typically be
expressed through landmark built form or public realm characteristics
that make it unique in appearance, design or function. As an area of
high change within the municipality‘s established areas, Epping
Central requires changes to its public realm that will assist it to
develop a unique and identifiable character that residents, traders
and visitors to the area can recognise. Changes could include
application of an Epping Central Brand throughout public realm
infrastructure such as seating, signage and bins in addition to
implementation of a dedicated suite of public art pieces. Public art is
a key tool that can be used to enhance the liveability, sense of place
and identity of Epping Central if it is implemented in a creative and
innovative way that is informed by ongoing dialogue and social
exchange with the community. This in turn will increase the
attractiveness of the centre for visitors and investors.
A key component of creating a sense of place is designating the
transition points between Epping Central and the outside of the
centre. The designation of locations for future gateway treatments
and landmarks has been derived from the visual and physical
analysis of the area, combined with an understanding of the
significance of proposed changes to the land use, transport and road
infrastructure that will mark future ‗gateway‘ locations.

EPPING CENTRAL BACKGROUND REPORT 37
Policy drivers: Urban form and character
The assessment of the existing urban form and character of Epping
Central and surrounds highlights a need to:
Identify opportunities to increase densities in Epping Central to
maximise use of, and access to, existing and enhanced
services and infrastructure, particularly public transport;
Discourage underdevelopment of sites, particularly in the short
term prior to an increase in land values and increased market
confidence in higher density development, through tailored
design requirements;
Develop built form design guidelines and preferred
neighbourhood character statements to facilitate appropriate
and attractive development in the activity centre that creates
an effective transition from low to high density development;
Create integrated, mixed use and pedestrian friendly centres in
Epping Central through tailored land use and design
requirements e.g. maximum front setbacks to create activated
streetscapes and prioritised pedestrian access;
Increase connectivity between existing and proposed urban
areas and provide for an integrated and ―complete‖ street
network;
Enhance private and communal open space provision to
compensate for the lack of sizable public open space
available;
Redevelop retail and commercial areas to create a better
relationship to the street and reduce dependency on car based
access; and
Avoid the creation of additional physical barriers to movement.

38
EPPING CENTRAL BACKGROUND REPORT
Figure 14
Urban form of Epping Central

EPPING CENTRAL BACKGROUND REPORT 39
4.3 Housing
KEY POINTS
Housing stock in Epping Central is dominated by detached
family homes, despite one- and two-person households being
the fastest-growing household types.
Only 11.4% of housing stock in Epping Central is medium or
high density, substantially less than the metropolitan average,
but higher than the municipal average of 8.5%.
There is a critical need to increase the supply of housing that
is diverse, affordable, and accessible, to cater for the changing
demographic profile of Epping Central.
density. The MSD by comparison has a considerably higher
proportion of medium and high density housing, at 25.3% of the total.
Dwelling density in Epping is increasing however. The proportion of
medium density housing rose by 3% in the five years to 2006,
compared to a 1.6% increase in the MSD over the same period.
A lack of diversity in dwelling types is thought to be attributable to
several factors. Traditional suburban development in Australia
favours single detached dwellings, whilst there is some reluctance on
the part of developers to construct multi-unit development due to
perceived market viability, community resistance in some areas, and
planning considerations (SGS 2008).
Introduction
This section discusses housing provision in Epping Central, both in
terms of trends to date, as well as projected housing demand for the
future as the activity centre grows.
Housing tenure
Rates of home ownership in Epping-Epping North are reflective of its
relatively recent transition to suburban status. As at 2006, fewer
people in Epping-Epping North were renters compared to the total for
Council is committed to ensuring that a range of housing in terms of
the MSD (20.8% for Epping-Epping North and 24.5% for the MSD).
size, type, cost and accessibility is provided to ensure adequate
housing options are available to the community. Council is also
committed to ensuring that all development is responsive to local
diversity and delivers benefits to the whole community.
In addition, 44.2% of Epping-Epping North residents were still paying
off their homes whilst only 29.4% owned their houses outright,
compared to 34.6% and 33.1% respectively for the MSD. 2.5% were
living in government housing compared to 2.7% in the MSD.
Existing housing stock
As is the case in many fringe municipalities, Whittlesea has a high
proportion of detached houses when compared to higher density unit
or apartment style dwellings. For the purposes of classification,
‗medium density‘ includes townhouses, villa units, semi-detached
homes and flats/apartments in buildings of up to two storeys, whilst
‗high density‘ refers to flats or apartments in buildings of three or
more storeys (.id consulting 2010). As at the 2006 census, housing
stock in Epping-Epping North was reflective of this municipal trend:
83.6% of the housing stock is in the form of detached dwellings,
11.3% is medium density, and only 0.1% is characterised as high
In the 12 months to December 2010, the median house price in
Epping was $375,000, whilst the median unit price was $318,000,
with average housing price growth rates per annum of 9.3% for
houses and 7.8% for units (Australian Property Monitors 2010). The
average rent in the City of Whittlesea was $200 per week as at the
2006 Census, slightly more than that of the neighbouring
municipalities of Moreland ($196 p/w), Darebin, and Hume (both
$185 p/w).
Available data suggests that housing affordability may be an issue for
Epping Central residents. ‗Housing stress‘ occurs when a lowincome
household is paying 30% or more of their income on either
rental costs or mortgage repayments. Analysis of Census Collection
Figure 15
Typical housing in Epping Central: detached
homes and low-rise unit development

40
EPPING CENTRAL BACKGROUND REPORT
District (CCD) data from 2006 indicates that approximately 18% of all
households in Epping Central and its immediate surrounds (CCD
boundaries are not aligned with the Epping Central study area
boundary) are experiencing housing stress.
This is particularly a
problem for renters: 30% of renters are experiencing housing stress
in Epping Central (compared to 16.5% of mortgage holders), with a
range across CCDs of 20-40%.
These groups are therefore
particularly vulnerable to fluctuations in the housing market such as
interest rate and housing price rises and rental increases.
Future housing needs
The future demand for residential land and development in Epping
will be driven by numerous factors, and reflective of overall
metropolitan demographic, economic and lifestyle trends.
Population estimates for the City of Whittlesea suggest that
approximately 40,800 to 43,160 new dwellings (up from 2006 levels)
will be required to accommodate a projected population of around
241,000 people by 2031. Across the municipality it is expected that
single detached dwellings will continue to account for the majority of
future housing demand. However, the proportion of medium and
high density housing is expected to increase, such that overall,
higher density dwelling stock is expected to account for between
22% and 25% of total future housing demand.
It is predicted that this growth in medium to high density housing
development will be concentrated in the municipality‘s established
suburban areas.
Based on market analysis and trends to date,
Epping Central is expected to accommodate the majority of this
development, followed by Thomastown, Mill Park, and South Morang
(SGS Economics and Planning 2009).
Projected higher density dwelling demand in
Epping Central
SGS Economics and Planning completed the Epping Transit City
Market Demand Analysis in 2009, which estimated the demand for
medium to high density housing in Epping Central to 2031, modelling
a variety of scenarios based on current trends as well as Epping‘s
intended role as a major transport and services hub. The report
indicates that:
If Epping Central‘s share of higher density housing compared
to other Whittlesea centres remains the same, an additional
2,163 – 2,369 higher density dwellings will be required by
2031; however
If Epping‘s share increases (to 35-45% of all higher density
housing for the City of Whittlesea), then an additional 3,221 –
4,537 new higher density dwellings will be required by 2031
(SGS Economics and Planning 2009).
The degree to which this kind of demand will develop in Epping
Central over the next several decades is dependent on several
factors. The quality of early high density residential and mixed use
developments will be critical: these projects will ideally act as
‗demonstration projects‘, showcasing what can be achieved in
Epping Central and instilling confidence in the buyer and investor
markets. As such, it is of vital importance that these developments
are of a high architectural standard, achieve a high level of
environmental sustainability, and provide comfortable and attractive
living environments for future residents.
In terms of timing, the report anticipates a lag time in the uptake of
higher density dwellings as the market takes time to accept and gain
confidence in new housing products. As such, it is predicted that
much of the demand for units and apartments will not occur for
another ten years. However, the 2009 announcement of Federal
government stimulus funding for affordable housing developments is
expected to stimulate the higher density housing market, creating
supply and providing the abovementioned demonstration projects
earlier than anticipated. A weakening inner city apartment
development market, and rising housing costs, interest rates and
household debt will also influence the market, and will likely drive
demand towards lower-cost housing options in urban fringe activity
centres.
It is important to note the importance and challenge of improving the
amenity of the centre in order to provide an incentive which would
make it desirable for residents to choose higher density living.
Adoption of the Epping Central Structure Plan by Council and the
State Government and its integration into the City of Whittlesea
Planning Scheme will be another key catalyst for the development of
higher density housing in the centre.
Council investigation and information provided by utility service
organisations has indicated that the capacity of drainage and gas
supply infrastructure in the vicinity of Epping Central will not be
compromised by the increased development that is projected in
Epping Central

EPPING CENTRAL BACKGROUND REPORT 41
Policy drivers: Housing
This assessment of housing demand in Epping Central highlights the
need to:
Implement mechanisms that encourage developers to provide
a range of housing choices that are reflective of Melbourne
2030 principles and are diverse, affordable, and well located;
Encourage the development of housing that is suitable to the
changing housing needs of the local demographic profile;
Work with infrastructure and utilities providers to ensure that
existing infrastructure continues to meet the needs of Epping
Central residents in line with increasing development densities;
Develop design guidelines to facilitate increased housing
densities within Epping Central;
Ensure that the ECSP delivers a package of public realm,
public transport, and employment initiatives to support
increased housing densities; and
Identify locations to accommodate medium and higher density
development.

42
EPPING CENTRAL BACKGROUND REPORT
4.4 The movement network
Figure 16 The Epping Central movement network

EPPING CENTRAL BACKGROUND REPORT 43
4.4.1 Pedestrian and cycle networks
KEY POINTS
Significant gaps currently exist in Epping Central‘s walking and
cycling network, and streets are largely car-dominated spaces.
Pedestrians and cyclists are hindered by traffic barriers, the
rail line, and inconsistent or missing infrastructure such as
signage, pathways and lighting.
The Plan for Epping Central will seek to prioritise walking and
cycling over all other forms of transport.
Why are walking and cycling important
Walking and cycling are considered the most important forms of
transport due to their numerous and wide ranging benefits, which
include:
Health and wellbeing: it is widely accepted that exercise has
significant benefits for both physical and mental health.
People find it easier to incorporate exercise into their daily
routine when well-located and maintained paths allow them to
walk or cycle to shops and services in their neighbourhoods, or
to access more formal recreational opportunities such as
parks, sporting grounds and gymnasiums.
Active streets: the presence of people in the street – whether
they are exercising, shopping, or socialising – contributes to
increased feelings of safety, more vibrant neighbourhoods,
and a stronger sense of community. There are also tangible
economic benefits, as people are more likely to linger and
spend money in shops on streets that are lively and pleasant
environments. This situation can only occur if good quality
footpaths are provided that link people with places.
Sustainability: as oil prices increase and the effects of human
activity on our climate become more apparent, adopting
sustainable transport habits becomes more and more
important. Car travel accounts for a significant proportion of
overall greenhouse gas emissions. Walking and cycling
however have no associated emissions, and as such help to
reduce our environmental impact.
Mobility and equity of access: for many people, owning a
car is simply not a viable option – they may not earn enough to
be able to afford a car, or they may be too old or too young to
safely and legally operate one. In addition, public transport
provision in the outer suburbs is often limited. This means that
for many – including the elderly, young people, and parents of
young children whose partners may take the car for work –
walking or cycling is the only option. In these instances, a well
connected path network becomes vital in order to go shopping,
get to work, or see friends and family (assuming these
activities are within walking distance or accessible via public
transport).
Walking and cycling in Epping Central
Figure 17 shows that only 1% of Epping and Epping North residents
travelled to work via walking or cycling in 2006 compared to 1.3% in
the City of Whittlesea and 4.2% in the Melbourne Statistical Division.
This trend can be attributed to a number of reasons, most notably
that only 25.6% of City of Whittlesea residents work within the
municipality (See Section 4.1 – Population and Demographics) and
the walking and cycling infrastructure in the City of Whittlesea,
including Epping Central, is particularly poor as discussed in the next
section.
The Epping Central Structure Plan has a goal of achieving 10% of all
trips undertaken via walking or cycling by 2020 and 20% of all trips
undertaken via walking or cycling by 2030. This is broadly in keeping
with State Government objectives for travel behaviour. Whilst
ambitious, Council considers it necessary to set high targets in order
to effect genuine travel behaviour change in Epping Central.
Travel to work
(includes multimode
journeys)
2006
Epping –
Epping North
%
City of
Whittlesea
%
Number
Train 660 7.4 6.2
Bus 87 1.0 0.9
Tram or Ferry 11 0.1 0.3
Taxi 10 0.1 0.2
Car - as driver 6,208 69.2 69.6
Car - as passenger 567 6.3 5.6
Truck 108 1.2 1.4
Motorbike 21 0.2 0.3
Bicycle 29 0.3 0.3
Walked only 62 0.7 1.0
Other 48 0.5 0.8
Worked at home 143 1.6 1.9
Did not go to work 797 8.9 9.1
Not stated 223 2.5 2.4
Total 8,973 100.0 100.0
Figure 17 Travel to work data in 2006
(Source: id consulting 2010)
In 2007, the City of Whittlesea commissioned the Epping Wayfinding
Study in order to assess the walking and cycling network in Epping
Central, focusing particularly on the Epping Station environs. The
study addressed both infrastructure provision (i.e. footpaths, bicycle
lanes and so forth), as well as the effectiveness of this infrastructure
in terms of its actual use by pedestrians and cyclists. The study also
identified preferred pedestrian routes where these differed from
formal pathways.
Notable issues identified in the study include:
A lack of safe, accessible and direct paths to Epping Station
from key destinations, such as Epping Plaza, High Street,
NMIT and St Monica‘s College, as well as a lack of wayfinding
signage;

44
EPPING CENTRAL BACKGROUND REPORT
As an effect of the above, numerous dirt tracks made by
pedestrians along preferred pathways, e.g. between Epping
Station and St Monica‘s College via NMIT, and between
Epping Station and Epping Plaza via the Homemaker City
development;
Limited use of cycling as a means of transport due to traffic
barriers and safety concerns, particularly around key
intersections such as High Street and Cooper Street, and
Cooper Street and Davisson Street;
A lack of safe pedestrian routes through car parks;
Significant social exclusion issues as a result of uneven,
stepped or non-existent footpaths – these routes are
Figure 18
Sample issues identified in the Epping Wayfinding
Study (Source: ARUP 2007)
inaccessible to people with prams, wheelchairs, walking
frames and the like, limiting the extent to which many people
can access key facilities such as public transport. These
issues are present particularly at access points to major
attractors within Epping Central such as Epping Plaza and
NMIT, and along the Darebin Creek shared path network;
Many streets in Epping Central (such as Cooper Street, High
Street, Miller Street, and Dalton Road) are car dominated
spaces, with high speeds, poor amenity, and limited walking
and cycling infrastructure such as safe road crossing points.
These discourage walking and contribute further to private car
use in and around the centre; and
Walking and cycling routes in and around key areas of public
open space are often poorly connected. Pathways along the
Darebin Creek for example are unpaved, not clearly linked with
the surrounding urban fabric, and do not allow for safe and
easy crossings at busy roads. As a result the Darebin Creek
corridor (which has significant potential as a regional active
transport route) is significantly under-utilised.
Current projects
Cooper Street shared path
The City of Whittlesea received funding from the Victorian
Department of Transport under the Local Area Access Program
(LAAP) for a 2.5 to 3 metre wide shared pedestrian and bicycle path
to link Epping Station with Epping Plaza, the Northern Hospital, and
ultimately to connect with the Hume Freeway bicycle route. At the
time of writing, Stage 1 and 2 of the project were complete, with the
path constructed from Epping Station to Edgars Road.
Wayfinding signage
Several wayfinding signs have been posted at key points throughout
Epping Central to assist pedestrians with navigation. 18 signs have
been installed, ranging from large panels with maps and information
relating to key landmarks, to smaller signs indicating the distance to
particular points such as the Darebin Parklands, Epping Station and
the Northern Hospital.
Figure 19 Epping Central wayfinding signage and the
Cooper Street shared path
Amenity improvements
Work is underway to determine the design and siting of amenity
improvements to be installed along key pedestrian routes in Epping
Central. Amenity improvements will take the form of groupings of
pedestrian facilities such as bins, seating, shade, water fountains,
bike parking and signage, designed to make streetscapes more
pedestrian- and cyclist-friendly.
Epping Station redevelopment
Design and construction work is currently underway on the South
Morang Rail Extension project, which includes the relocation and
redevelopment of Epping Station. The City of Whittlesea will seek to
ensure maximum connectivity for pedestrians and cyclists, such that
there is safe and convenient access between the station and the
Epping Central activity centre, and to linked public transport modes
such as the bus interchange. It will also be important to ensure that
the new station precinct does not form a pedestrian barrier between
neighbourhoods to the north and south of the rail line.

EPPING CENTRAL BACKGROUND REPORT 45
Policy drivers: Pedestrian and cycle networks
This assessment of walking and cycling infrastructure in Epping
Central highlights the need to:
Redesign streetscapes, including road cross sections and
intersection treatments, to give greater priority to pedestrians
and cyclists;
Ensure that the design of built form supports walking and
cycling, for example through the location of built form on or
close to road frontages, the provision of end-of-trip facilities,
and the design and positioning of parking areas in relation to
built form;
Employ a variety of signage types throughout the centre to
assist in wayfinding and orientation, identify key landmarks,
and indicate walking times and distances;
Improve street lighting and install amenity improvements, such
as shade, lighting and so on, along key pedestrian routes,
particularly in the vicinity of public transport stops;
Employ ‗Epping Central‘ branding in signage, paving and
landscaping to help establish a sense of place;
Employ pedestrian priority measures such as table top
intersection treatments to establish pedestrians as the key
users of public space, and prioritise pedestrian movements
over those of private vehicles;
Identify and address gaps in the current walking and cycling
network, including links to the Principal Bicycle Network (PBN)
and local destinations;
Improve and prioritise connections to key destinations such as
Epping Station, the Plaza, schools and open space; and
Ensure that all new infrastructure is compliant with the
Disability Discrimination Act (DDA), and that retrofitting be
carried out where necessary to achieve compliance, e.g.
installation of tactile ground surface indicators.

46
EPPING CENTRAL BACKGROUND REPORT
Figure 20
Pedestrian and cycle networks

EPPING CENTRAL BACKGROUND REPORT 47
4.4.2 Public Transport
KEY POINTS
Epping Central is served by the metropolitan bus network
(including the route 901 SmartBus) as well as fixed rail.
The Epping rail line is undergoing extension to South Morang
(at the time of writing), necessitating a significant
redevelopment of the current Epping Station site, and the
development of a new station building, platform and
associated precinct at a new site, north east of Cooper Street.
The alignment of the Epping North Public Transport Corridor
through Epping Central has been determined, however at the
time of writing the medium and long term use of the corridor is
yet to gain State Government commitment.
Existing public transport services
The municipality is serviced by heavy and light rail, and a network of
16 local bus routes, 7 of which directly service the Epping Central
Study area. There is also a late night NightRider bus operating
between the Melbourne CBD and Epping Station on the weekends.
The Epping railway line currently terminates at Cooper Street in the
heart of Epping Central and provides connection to the CBD.
The Yellow Orbital SmartBus (route 901) commenced operation via
Epping Central and South Morang in September 2010. This service
replaces the route 571 bus which operated between Roxburgh Park
and South Morang via Epping Central, and connects Epping with
suburbs to the east and west, and ultimately Frankston and the
Melbourne Airport.
Current issues relating to public transport provision in Epping Central
include:
Infrequent bus services
o Most buses operate on a 20-30 minute interval schedule
on weekdays from 6am until 9pm, reducing to 45 minute
intervals on Sundays and public holidays
o The interval of weekday services for some routes is as
high as 50 minutes
Bus services which finish early and/or start late, particularly on
Sundays and public holidays
Irregular train services
o Trains generally operate at 10-15 minute intervals at
peak times on weekdays, however there are some 20
minute gaps at peak times, particularly from the CBD to
Epping
o At non-peak times (daytime and late at night) trains only
operate every 20-30 minutes
Traffic congestion contributing to late and unreliable bus
services at peak times (particularly on Cooper Street)
A lack of public transport coverage, particularly in the western
half of Epping Central
Low patronage of public transport services (based on Journey
To Work data, ABS 2006)
Connection issues for commuters seeking to transfer between
public transport modes
A lack of short term and long term parking around Epping
Station
South Morang Rail Extension
In May 2009, the State Government committed funding from the
2009 State budget to the South Morang Rail Extension (SMRE)
project, which extends the railway line from its current terminus at
Epping, 3.5 kilometres east to South Morang along the existing
railway easement. The project also includes duplication of the track
from Keon Park to South Morang, redevelopment of the existing
stations at Epping and Thomastown, and changes to car parking
provision from Keon Park to South Morang. The project is due for
completion in mid-2012.
Works associated with the redevelopment of Epping Station will
include a new station building in a new location on the north east
corner of Dalton Road and Cooper Street, changes to the layout of
this intersection to accommodate the path of the new rail line, and
improved station environs designed to accommodate mixed-use
development and public space. In addition, the redeveloped station
precinct will accommodate an improved bus interchange to facilitate
improved movement between public transport modes. Parking
provision will be substantially reduced at Epping Station, with
increased parking at Lalor and new parking areas provided at South
Morang.
The quality of the design of these spaces and the rail crossing will be
critical in order to link areas of Epping Central located to the north
and south of the railway line, and to avoid the creation of a barrier
that limits pedestrian and cycle movement through the activity centre.
Proposed public transport services
A further extension of the Epping railway line to Mernda is being
considered for the longer term in order to service the Mernda/Doreen
growth corridor. This is a State Government project and at the time
of writing timelines have yet to be established.
A proposed public transport corridor has also been identified to
service the Epping North Growth Corridor (which includes the Aurora
Estate). This has been identified in the Victorian Transport Plan as a
‗long term option to be protected‘, with a focus on preserving
potential rail corridors as a first step. The proposed Epping North
public transport reservation spurs off the existing Epping railway line
north of Lalor Station, extends to the west across High Street, and
heads northbound between Epping Plaza and the Northern Hospital,
terminating to the north within the Aurora Estate. Possible future
stations include Epping Plaza / Northern Hospital, as well as O‘Herns

48
EPPING CENTRAL BACKGROUND REPORT
Road and the Aurora town centre in Epping North. Whilst the
Department of Transport have not confirmed that the public transport
corridor is to deliver a fixed rail service, it is understood that designs
and cross sections have been prepared by the Department on the
basis that fixed rail will be provided, constructed above grade through
parts of the Epping Central study area.
Public Transport patronage
Figure 20 in Section 4.4.1 – Pedestrian and Cycling Networks, shows
that only 8.5% of Epping and Epping North residents travelled to
work via public transport in 2006 compared to 69.2% who drove a
car.
The Epping Central Structure Plan has a goal of achieving 10% of all
trips undertaken via public transport by 2015 and 20% of all trips
undertaken via public transport by 2030. This is broadly in keeping
with State Government objectives for travel behaviour. Whilst
ambitious, Council considers it necessary to set high targets to take
advantage of improved public transport services in the centre and in
order to effect genuine travel behaviour change in Epping Central.
Policy drivers
This assessment of public transport services in Epping Central
highlights the need to:
Redevelop Epping Station to be a safe, efficient and wellconnected
transport hub and ‗gateway‘ to Epping Central;
Secure protection of the Epping North public transport corridor
and advocate for development of a rapid, high quality, high
capacity, and highly integrated public transport service;
Ensure the public transport interchange between Epping Plaza
and the Northern Hospital forms a well designed public space,
connecting users with public transport and key Epping Central
destinations;
Significantly increase mixed-use development density
(including community, employment and residential uses) in the
areas surrounding public transport stops and major public
transport routes such as Cooper Street, to support patronage
and maximise access;
Ensure integration of various modes of public transport as part
of any improvements to service local and regional users; and
Advocate to State Government agencies and local bus
networks for increased public transport frequency and hours of
operation.

EPPING CENTRAL BACKGROUND REPORT 49
Figure 21
The public transport network in Epping Central

50
EPPING CENTRAL BACKGROUND REPORT
4.4.3 The Road Network
KEY POINTS
Epping Central‘s local road network is largely grid based, with
generously sized street reservations.
There is discontinuity in the wider arterial road network,
resulting in routes through Epping Central experiencing traffic
congestion at peak times.
Many streets are car-dominated spaces with limited pedestrian
amenity or provision for cyclists.
Introduction
The City of Whittlesea‘s transport network has developed in
response to urban expansion, and has been influenced by the
landscape context of the region. At present, the municipality‘s public
transport network is poorly connected, with ineffective land use
relationships leading to over-dependence on private vehicles. Rates
of car ownership among Epping residents is high compared to the
metropolitan average, with fewer owning zero or one cars, and most
households owning two, three or more cars. A more balanced
transport network is required in order to facilitate a more sustainable
approach to development as the municipality grows. Epping Central
presents an opportunity to better integrate land use and transport
objectives to create a truly mixed use, functional and accessible
activity centre.
Existing road network
Epping Central is primarily serviced by the Hume Freeway and High
Street / Epping Road, two north-south arterial spines that also have a
regional traffic function. These links are complemented by Dalton
Road and Edgars Road, both of which connect to the Metropolitan
Ring Road. Given the projected population growth in the Epping
North growth area, and Epping Central‘s role as a Principal Activity
Centre focussed on High Street, the lack of an alternative to High
Street to connect Epping North to the Ring Road and the CBD
represents a significant gap in the north-south arterial road network.
East-west connections are limited. Council is planning an extension
to Findon Road to provide connectivity across the municipality from
the Hume Freeway to Plenty Road and beyond into Nillumbik Shire.
This connection would also help to alleviate pressure on Cooper
Street and High Street from Epping North traffic by diverting southbound
traffic around the centre to the Hume Freeway.
Cooper Street provides direct east-west access to Epping Central
from the Hume Freeway but does not extend further east beyond the
centre.
Internally, much of Epping Central‘s local road network dates from
the centre‘s establishment in the 19 th century and is largely grid
based. A more curvilinear pattern is evident in some smaller
residential areas created in the 1980s and early 1990s, such as
those to the south of Cooper Street (refer to Figure 22).
Epping residents are heavily dependent on the private vehicle and
the municipality‘s arterial road network. The system is characterised
by significant discontinuity, and traffic congestion is common in peak
periods. In particular, the existing road network is limited by a
deficiency in the number and connectedness of north-south arterial
roads, discontinuity in some east-west arterials, and limited
connectivity to the Hume corridor.
Currently, several local road connections are unconstructed, creating
gaps which limit not only traffic movements, but also walking and
cycling connectivity.
Road cross sections
Road cross sections in Epping Central vary according to road
function, but are also closely linked to the year in which they were
constructed. Local roads in the historic Epping Township precinct
are extremely wide, whilst the newer residential precincts south of
Cooper Street are much narrower. Please refer to Appendix B for a
graphic representation of the cross sections of key roads in Epping
Central.
Safety
Epping Central currently has numerous ‗Black Spots‘ and ‗Black
Lengths‘: intersections or sections of road where there have been
three or more casualty crashes (injuries requiring paramedic or
hospital treatment, or fatalities) in the five years preceding 2011, as
designated by VicRoads (refer Figure 22).
The intersection of
Cooper Street and High Street is still designated as a Black Spot,
however crashes have reduced considerably in recent years since
the replacement of the roundabout with traffic signals in 2008.
Traffic volumes
Roads in Epping Central are currently under pressure from regional
traffic, due to the lack of a surrounding arterial road network to divert
through-traffic around the activity centre.
The following table
summarises current traffic volumes across Epping Central‘s key
arterial and collector roads (as at 2010/2011).
Street /
Classification
High Street
Arterial road
Cooper Street
Arterial road
Survey
location
South of
Cooper Street
North of Cooper
Street
South of
Memorial
Avenue
North of Childs
Road
East of High
Street
West of High
Street
Average 24-
hour volume
Commercial
vehicles
31,732 (unknown)
39,840 7.4%
35,294 (unknown)
41,256 4.8%
13,803 (unknown)
40,625 (unknown)

EPPING CENTRAL BACKGROUND REPORT 51
Street /
Classification
Dalton Road
Arterial road
Davisson
Street
Local road
Memorial
Avenue
Local road
Childs Road
Arterial Road
Miller Street
Local road
Survey
location
South of
Cooper Street
North of Cooper
Street
West of High
Street
East of High
Street
East of High
Street
North of Cooper
Street
North of
Houston Street
Average 24-
hour volume
Commercial
vehicles
20,229 4.1%
13,662 5.1%
2,524 4.5%
15,166 10.7%
19,001 5.8%
15,189 11.6%
12,230 9.5%
Traffic data collection in Epping Central has not been carried out
consistently to date.
The above figures (and their associated
detailed data and analysis) establish a set of baseline figures to
assist Council in assessing the effectiveness of the traffic and
transport initiatives established in the Epping Central Structure Plan,
including traffic calming measures, increased walking and cycling,
and decreased car parking provision.
To the extent that we can rely on traffic data collected in Epping
Central prior to and including 2010, we can ascertain that traffic
volumes have risen in Epping Central over the last several years,
with congestion particularly apparent on High Street north of Cooper
Street, Cooper Street between High Street and Epping Station, and
on Davisson Street (refer to Figure 22).
This has a wide variety of potential implications for the activity centre,
including but not limited to:
Decreased amenity and safety for pedestrians and cyclists;
Increased noise;
Decreased efficiency and punctuality for the bus network; and
A less pleasant street environment.
The data emphasises the importance of continuous and strategic
improvement to the road network, with a view to maximising
pedestrian safety, public transport use and neighbourhood amenity.
Proposed road network
Regional network
A strengthened regional road network is proposed in order to
alleviate pressure on local roads in Epping Central. In conjunction
with State agencies, it is proposed that regional traffic, including
freight, will be directed via:
an extended and upgraded Edgars Road;
the new E6 freeway; and
an upgraded O‘Herns Road that will connect to the Hume
Freeway.
This approach is aligned with the VicRoads ‗SmartRoads‘ program,
which aims to limit the amount of regional through-traffic in activity
centres through the provision of a well-connected arterial road
network in surrounding areas. The policy is also supported by the
City of Whittlesea‘s Strategic Transport Infrastructure Study (2002)
Local network
Local and collector road connections to be investigated for future
construction include:
Duffy Street between Coulstock Street and Wedge Street;
Coulstock Street between Duffy Street and Miller Street;
Memorial Avenue between Duffy Street and Miller Street;
Connector roads through the north-western portion of the
study area; and
An extended Childs Road and Deveny between High Street
and Edgars Road.
Policy drivers
This assessment of the road network in Epping Central highlights the
need to:
Advocate for the timely delivery of arterial road connections
around the periphery of the activity centre for regional throughtraffic;
Work towards a redesign of High Street that achieves
increased pedestrian and cyclist activity, reduced speeds and
reduced volumes of car traffic through the heart of Epping
Central;
Explore options to improve safety at key intersections,
particularly for pedestrians and cyclists;
Reduce the physical and visual dominance of car parking
areas in Epping Central;
Use car ownership data and parking surveys to implement a
gradual decrease in parking requirements that respond to
parking demand;
Investigate methods to reduce car use and increase walking
and public transport use among the users of new
developments in the activity centre;
Develop the local and connector road network to increase
permeability through Epping Central for pedestrians, cyclists,
road-based public transport and private vehicles;
Develop a movement network hierarchy to effectively manage
multiple travel modes; and
Fine illegally parked cars on nature strips to achieve
appropriate management of parking and improve the
appearance of Epping Central streetscapes.

52
EPPING CENTRAL BACKGROUND REPORT
Figure 22
The road network in Epping Central

EPPING CENTRAL BACKGROUND REPORT 53
4.4.4 Car Parking
KEY POINTS
There is an oversupply of parking in both residential and retail
developments in Epping Central.
Parking is visually dominant and detracts from the amenity of
the centre.
Changes to parking requirements are required to ensure
parking supply responds to demand and to encourage use of
sustainable forms of transport.
Supply
There are approximately 5,750 on- and off-street car spaces in
Epping Central, with the vast majority (approximately 5,100) being
off-street spaces located primarily within Epping Plaza, Homemaker
City, the Northern Hospital and at Epping Station (Booz & Company
2011). On-street spaces are primarily found on High, Rufus, Wedge,
Howard, Coulstock, and Davisson Streets.
Demand
The publicly accessible areas of highest parking demand are at
Epping Station, Wedge Street west of High Street, NMIT, and some
areas of the Epping Plaza car park. With increased parking provision
at South Morang, Lalor and Thomastown Stations, it is anticipated
that parking demand around Epping Station will decrease upon
completion of the South Morang Rail Extension. With the
redevelopment of Epping Station, it is also anticipated that parking
demand for NMIT will slightly decrease given improved public
transport availability.
With regard to demand in residential developments, an analysis of
change in car ownership rates over time has been undertaken. The
table below compares census data for car ownership rates in 2001
and 2006 in the City of Whittlesea and in Epping-Epping North.
No. cars
(per
household)
Epping-Epping North
% households
City of Whittlesea
2006 2001 +/- 2006 2001 +/-
0 5 3.7 +1.3 5.6 5 +0.6
1 29.1 29.9 -0.8 28.4 29.9 -1.5
2 39.9 43.6 -3.7 39.3 40.7 -1.4
3+ 20.3 18.8 +1.5 20.7 20 +0.7
The data indicates that the number of households without cars is
increasing compared to those with one or two cars as a proportion of
all households. The number of households with three cars or more
also increased, most likely as a result of more young adults staying in
the family home longer due to housing affordability issues. Overall
however, the number of households with cars is declining compared
to the number without.
To break this down further, the following table shows the difference in
car ownership rates for one, two and three bedroom houses in the
City of Whittlesea in 2006.
Dwelling
Type
Separate
House
Semidetached,
row / terrace,
townhouse
etc. one or
more storey
Flat, unit or
apartment in
one or more
storey block
Bedrooms
Sample
Size
Number of Cars (%)
2 or
0 1
more
1 208 9% 46% 45%
2 2,748 12% 42% 47%
3 63,897 4% 27% 70%
1 48 50% 21% 29%
2 941 13% 57% 31%
3 2,208 4% 35% 61%
1 88 34% 53% 13%
2 1,891 19% 55% 27%
3 1,336 7% 44% 49%
Here, the data indicates that there are an increasing number of
households, particularly those living in one and two bedroom
dwellings, that do not own a car. The reasons for residents not
owning cars vary and are likely to relate to one or more of the
following:
Affordability issues – some residents may not be able to afford
to own, insure, register and maintain a car, or may not travel
sufficient distances over the year that makes car ownership
feasible,
Access to public transport and service access – residents may
live within close proximity to daily services such as shops,
banks, activity centre etc., and can conveniently access these
by public transport or via non car-based modes (walking,
cycling, etc.),
Access to public transport and employment/study access –
residents may have convenient access (via public transport,
bicycle, or walking) to their place of work, study, recreation,
etc., and
Disability or unlicensed – some residents may be unable to
drive due to disability, age or being unlicensed, and therefore
are more reliant on alternative transport modes.
This decreasing level of car ownership is often masked by the visual
prominence of cars parked illegally on the generously sized nature
strips in Epping Central. Inappropriate use of on-site parking spaces
and lack of Council enforcement resources have compounded this
issue.

54
EPPING CENTRAL BACKGROUND REPORT
However, through the Epping Central Sustainable Transport
Requirements (Booz & Company 2011), data analysis and
community and stakeholder consultation, it is concluded that a
gradual decrease in parking requirements should be employed in
Epping Central to achieve:
Parking provision that responds to parking demand;
Encouragement of more sustainable forms of transport; and
A means of providing more affordable housing choice (through
de-linking housing to car spaces).
The Epping Central Sustainable Transport Requirements (Booz &
Company 2011) recommended that Council implement maximum
parking requirements to enable new development to provide the
amount of parking required by the anticipated users of the site.
Consultation with the community and development sector revealed
that maximum parking requirements were premature in the short
term and rather a gradual transition from reduced minimum parking
requirements to maximum parking requirements should be
implemented over time, using parking surveys to monitor demand
and make subsequent changes to parking rates.
In support of this approach, the State Government is anticipated to
release revised parking requirements, which include a gradual
reduction in parking rates, particularly for CAAs, PAAs and MAAs.
Council‘s analysis indicates that these proposed revised rates are
appropriate for Epping Central with minor amendments for larger
sized homes where increased car ownership rates exist.
Parking Design
Currently, design issues associated with Epping Central‘s parking
provision relate to:
Pedestrian access and safety: most off-street car parking
areas in Epping Central do not adequately provide for
pedestrians, with a lack of dedicated walkways, and poor
connectivity to the wider pedestrian network;
Amenity: limited landscaping is provided in car parking areas
across Epping Central, and off-street car parking dominates
the frontages of key sites such as Epping Plaza; and
Environmental impact: water-sensitive urban design measures
have not been employed in the design of parking space in
Epping Central, creating large areas of hard paved surface
which contribute to high volumes of storm-water runoff to local
waterways.
As such, considerable improvements to the design of parking areas
are required to overcome these issues. Design improvements are
recommended in both the Epping Central Sustainable Transport
Requirements (Booz & Company 2011) and Epping Central Drainage
and Water Sensitive Urban Design Recommendations (Design Flow
2011).
Green Travel Plans
The main objective of Green Travel Plans (GTP) is to provide
facilities and incentives that facilitate travel to and from a site via
sustainable means of transport. The high car dependency in Epping
Central has led to traffic congestion and an uninviting walking and
cycling environment. For the centre to overcome this issue, it is
considered that private developments need to provide facilities and
incentives to employees and residents to use sustainable transport
which will support and complement the public realm improvements to
be undertaken by Council. In addition to contributing towards a more
sustainable centre, GTPs can also directly benefit employers and
developers by:
Increasing the actual and perceived accessibility and
marketability of sites;
Reducing car parking required which may save developers
money in land purchase, development and management costs;
Improving staff recruitment and retention as sites are
accessible via a range of transport options; and
Encouraging and enabling walking and cycling as a means of
increasing the physical activity, health and wellbeing of staff.
A GTP is not a tool to correct traffic and transport impacts arising out
of development, although it can mitigate them. Moreover, a GTP is a
mechanism to improve the overall accessibility to a site. As such, it
is considered that a requirement for submission of a GTP as part of
planning permit applications for all major development be essential,
regardless of whether there is a reduction in on-site parking or not.
The contents of a GTP will be tailored to respond the use, location
and design of each development and it is expected that the extent of
GTP initiatives will be dependent on the scale of the development.
Policy drivers
This assessment of the car parking in Epping Central highlights the
need to:
Reduce the physical and visual dominance of car parking
areas in Epping Central;
Use car ownership data and parking surveys to implement a
gradual decrease in parking requirements that respond to
parking demand;
Investigate methods to reduce car use and increase walking
and public transport use among the users of new
developments in the activity centre;
Fine illegally parked cars on nature strips to achieve
appropriate management of parking and improve the
appearance of Epping Central streetscapes.

EPPING CENTRAL BACKGROUND REPORT 55
4.5 Business
KEY POINTS
The City of Whittlesea experiences high levels of escape
expenditure due to insufficient floorspace and gaps in the retail
offer in key sectors.
Approximately 330,500 square metres of additional retail
floorspace will be required in the municipality to address these
losses, of which 113,420 square metres could be supported in
Epping Central.
There is a significant shortage of high-quality office space in
Epping Central. Given the projected growth in the centre it is
anticipated that there is demand for 42,000-84,000 square
metres of additional office floorspace over the next twenty
years.
Epping Central currently has a shortage of quality
entertainment options, particularly for young people.
The Epping Central community has expressed a desire for a
larger range of night-time entertainment options, particularly
restaurants, cafes and bars.
Introduction
This section discusses the retail, office, industrial and leisure and
entertainment environment within Epping Central in terms of land
use, structure and function. Businesses in Epping are often situated
within the discrete land use ‗pockets‘, characterised by limited mixing
of business types and a less effective economic environment as a
result. The existing business land use pattern acts as an impediment
to the development of a functional, missed use, and pedestrianfriendly
activity centre.
4.5.1 Retail
Existing retail
The Epping Plaza shopping centre is currently the most significant
retail destination for the centre and has a regional catchment. The
Plaza has approximately 51,600 square metres of gross leasable
floor area (GLFA), and operates as a typical internalised shopping
centre. Uses within the centre are almost exclusively retail, with
some community services (see Section 4.6), medical/pharmacy uses
and a cinema complex.
High Street once operated as the traditional ‗main street‘ of Epping
Central, however since the opening of Epping Plaza in the mid-1990s
and with increasing volumes of car traffic, the strip has seen a
decline in its role as a shopping destination, and now largely
comprises service businesses such as real estate agents,
employment agencies, solicitors and hairdressers. A Centrelink
branch and Community Housing Limited also operate from High
Street. Some takeaway food outlets, restaurants and a cafe operate
within the strip, however at present these have a limited street
presence. The focus of High Street‘s smaller scale ‗main street‘
environment is between Cooper Street and Rufus Street (with
approximately 1,500 square metres of GLFA), whilst large format
retail and bulky goods premises operate to the south of Cooper
Street (see below).
The Dalton Village shops at the corner of Dalton Road and Childs
Road contain approximately 2,580 square metres of GLFA, and have
undergone substantial redevelopment in recent years. This work has
improved the appearance of the centre, however the frontage is still
car-dominated and some uses (such as the service station) are
inappropriate for this prominent ‗gateway‘ to Epping Central.
The Epping Homemaker Centre is a large restricted retail / bulky
goods development located on the corner of High Street and Cooper
Street, adjacent to Epping Station. The centre is car dominated and
is a somewhat inappropriate use of this site, given its strategic
position between High Street, Epping Plaza, and Epping Station.
The amount of GLFA in the Homemaker Centre is estimated to be
approximately 25,560 square metres.
Further restricted retail outlets are scattered along the southern
portion of High Street, and the western portion of Cooper Street.
They are typically car-dominated and exhibit a very basic standard of
design.
The Epping Transit City Market Demand Assessment (SGS 2009)
notes that net escape expenditure for the City of Whittlesea is quite
high, at around -30%. According to the report, ―this implies that of
the $1,289m of total retail expenditure generated in Whittlesea,
$362m is being spent elsewhere‖ (p. 51). The main centres
competing with Whittlesea‘s include the Melbourne Central Activities
District, Preston and Broadmeadows.
Of the retail turnover that does occur in the City of Whittlesea,
approximately 23% is spent in Epping, with the majority of the
remainder going to the other established suburbs in the southern
portion of the municipality, namely Lalor, Thomastown, Bundoora
and Mill Park. The retail system across the municipality remains
quite undeveloped however, with insufficient total floorspace, and
significant gaps in the retail offer. These deficiencies in the amount
and type of retail floorspace are the main contributing factor to
Whittlesea‘s high level of escape expenditure, which is most
pronounced in the following key commodity groups:
Department stores;
Clothing and soft goods;
Hospitality and services; and
Other retail
In total these groups account for approximately $277.55 million of
expenditure by Whittlesea residents that is lost to other
municipalities.

56
EPPING CENTRAL BACKGROUND REPORT
Figure 23
Business and employment in Epping Central

EPPING CENTRAL BACKGROUND REPORT 57
Projected retail floorspace demand
Market projections carried out by SGS assessed the likely demand
for retail floor space for the City of Whittlesea and Epping Central for
the years 2007-2031. This analysis assumes that Epping retains its
current market share in the municipality and surrounding region, and
does not account for Epping Central‘s potentially enhanced role as a
result of the Epping Central Structure Plan.
Having regard to this, the analysis forecast that Epping Central would
experience significant growth in retail expenditure over the years to
2031, but that this growth is likely to vary across retail sectors.
Growth is expected to be greatest for household goods,
supermarkets and other food, but limited for other categories.
The SGS report projects that allowing for natural retail growth and
the creation of local jobs to keep pace with population growth, the
City of Whittlesea could support an additional 115,000 square metres
of retail floorspace to 2031, of which Epping Central would absorb
approximately 30,000 square metres. At these levels however,
escape expenditure could be expected to increase from -28% to -
43% by 2031 unless Epping is better able to capture net expenditure
for both Whittlesea residents and those of neighbouring
municipalities. In order to better capture expenditure across the
municipality, additional floorspace is required over and above that
which would occur simply in response to population growth.
As noted, Epping (and the City of Whittlesea) are losing out on retail
revenue from several sectors where the existing retail offer is
inadequate. This means that additional floorspace will also need to
be targeted to fill in the retail ‗gaps‘, such that local residents are not
required to travel outside the municipality in order to access certain
types of shopping and services.
According to the SGS report, the City of Whittlesea would require an
additional 217,100 square metres of floorspace (on top of the
115,000 square metres projected for ‗natural‘ retail growth) in order
to cater to the expanding population and reduce escape expenditure
to -13% - this percentage is considered appropriate for a more
developed, ‗mature‘ retail system. In total, this means that
approximately 330,500 additional square metres are required for the
City of Whittlesea, of which 113,420 square metres of new retail
floorspace would be absorbed by Epping Central, assuming it
maintains at least its current market share. By way of comparison,
this is approximately one and a half times the area of the current
extent of Epping Plaza.
4.5.2 Office
Existing office space provision
There is currently a very limited provision of office floorspace in
Epping Central, and that which does exist is typically associated with
industrial-based development and is of low architectural quality. As
noted above, some office-based organisations operate on High
Street north of Cooper Street (primarily service-oriented), however
there is currently limited opportunity for other larger office-based
businesses to establish in the centre due to a lack of well-located and
well-designed space.
In addition, supporting uses such as conference centres, hotel
accommodation and so on are also non-existent within Epping
Central.
Projected office floorspace demand
The Market Demand Assessment by SGS investigated the likely
growth in demand for office floorspace in Epping Central. The
following analysis summarises these findings, and quantifies land
use and floorspace demand for Epping Central and, where relevant,
the municipality as a whole. These calculations are designed to
assist in determining the appropriate level of land designated for
office and commercial uses when precincts are established as part of
the Plan for Epping Central.
The projections are based on the assumption that the City of
Whittlesea will attract a given number of new jobs to 2031, but that
the proportion of these jobs located in Epping Central may vary
depending on the level of expansion of its role as a Principal Activity
Centre, and the extent of new development as a result.
The report estimates that approximately 18,000 new jobs will be
located in the City of Whittlesea between now and 2031. Of these,
approximately 9,700 are expected to be office-based jobs.
At present, 28% of all office jobs in the City of Whittlesea are located
within activity centres, and of these, around 70% are located in
Epping Central. As the number of white collar jobs increase in
proportion to blue collar jobs in the municipality, it is expected that
the number of jobs located in-centre will also increase. As such, the
projections carried out by SGS show office floor space calculations
for scenarios in which the number of jobs located in activity centres
rises from 28% to 50-60%, but where the proportion of these jobs
located in Epping Central remains the same at 70%.
It is projected that the amount of new office floorspace required in
Epping Central to 2031 will be between 42,608 and 83,039 square
metres.
Ideally, as Epping Central consolidates its role as a commercial and
transport hub for the municipality (and the region), the demand for
office space will trend towards the higher end of these projections.
The intent of the Epping Central Structure Plan is to set design and
locational guidelines for new office development, in order to cater for
existing demand, attract new businesses to a revitalised and wellserviced
activity centre, and ensure that new office development is
located in close proximity to appropriate services and facilities (such
as public transport, retail and so on).
In order to meet existing demand and generate increased levels of
employment in Epping Central, new office space will need to:
be of high architectural quality, both externally and internally;
be well located in terms of access to services and facilities;
and

58
EPPING CENTRAL BACKGROUND REPORT
achieve good design outcomes in terms of sustainability,
accessibility and suitability to a variety of business types and
sizes.
On a broader scale, the following characteristics of Epping Central
will influence the level of demand for new office space in the activity
centre:
The market‘s response to new policy directions, including the
Plan for Epping Central;
The market‘s response to the available development
opportunities;
The quality of new office space developments constructed in
the next several years, in terms of their ability to act as
demonstration projects and build confidence in the market; and
The quality of the public realm, transport access, general
amenity and the retail and entertainment offer.
4.5.3 Industrial
Industrial activity in Epping Central largely consists of light industry
and warehousing, with limited heavy industry and manufacturing. The
establishment of industrial precincts in Epping Central has been
poorly managed in the past, and as a result existing industrial uses in
the centre are inappropriately located. The Childs Road industrial
precinct for example has immediate abuttal to residential properties
on its eastern side, whilst housing is also located across Childs Road
to the south. Industrial development is also located in the north
western portion of the study area, where again industrial zoned land
is located adjacent to residential development. Key spines of
industrial development in this location are the Miller Street precinct,
and the emerging Yale Drive precinct.
These industrial areas in the north west of the Epping Central study
area play a vital role in developing a vibrant and economically viable
mixed use centre. They also offer a key interface with major
employment areas to the west, especially the Cooper Street
Employment Area which will be a focus for industrial employment
development in the coming years. Over time, industrial activity and
large format warehousing can utilise the surrounding industrial
estates, allowing land in Epping Central to be utilised for a more
intense mix of employment, retail, entertainment and residential
uses.
Other smaller industrial pockets on Railway Road and Jovic Road
have presentation to High Street, and therefore occupy very high
profile strategic areas of the Epping Central activity centre. Currently
these sites present very poorly to the centre and provide little by way
of intensification of employment uses in strategic locations. Over
time, the intent is to utilise the Epping Central Structure Plan to
transition these pockets to accommodate lower-impact employment
uses such as office and large format retail.
4.5.4 Entertainment
Entertainment facilities in Epping Central are severely limited, with a
particular lack of space and facilities designed for young people.
Existing facilities are largely focused around Epping Plaza. A
Reading cinema complex operates from this location along with
several restaurants, however they are set back behind car parking,
and contribute little to the streetscape or atmosphere of Epping
Central. A small number of restaurants and a café operate on High
Street north of Cooper Street, and several takeaway restaurants
service the industrial precincts, however community consultation
indicates that residents of Epping Central would like a greater choice
of restaurants in their local area, as well as high quality cafés and
bars.
Miller Street has also in more recent times seen the development of
indoor leisure, bowling and bar facilities (discussed in Section 4.6).
An important part of Epping Central‘s transformation to a vibrant and
people-focused regional activity centre will be to provide
opportunities and space for residents and visitors to meet, relax, and
socialise, as well as to encourage uses at different times of the day
to contribute to safe and active public places.
Licensed premises
Numerous licensed venues currently operate in Epping Central‘s
retail areas (Epping Plaza, the High Street Village and Dalton
Village), however there are as yet no defined entertainment
‗destinations‘ or precincts with concentrations of cafés, bars and
restaurants.
Council, together with the Department of Health, engaged Symplan
Consulting to produce a report (Epping Central Structure Plan
Alcohol Harm Reduction October 2010) which explores how the
ECSP and other planning controls could be employed to reduce the
incidence of alcohol-related harms in Epping Central as new
entertainment venues establish in the centre. The report found that
the City of Whittlesea on the whole reports comparatively low levels
of alcohol-related issues (such as ambulance attendances, family
incidents, hospital admissions, and road accidents), however 15-24
year olds are generally more likely to experience alcohol-related road
injury and hospital admissions than other age groups in the
municipality, and as noted earlier Epping Central has a high
proportion of 15-24 year old residents.
The number and density of alcohol outlets in Epping Central is likely
to increase in the future as a result of existing and increased demand
as the population grows. It will be important to ensure that the
location and types of venues permitted in Epping Central are
appropriate, with consideration of cumulative impacts, design, and
safety issues.
Electronic gaming
Electronic gaming machines (EGMs or poker machines) currently
operate from two locations in Epping Central, at the Epping Hotel on
High Street (40 machines) and the Epping Plaza Hotel (100
machines). Epping Central is covered by the City of Whittlesea
‗capped region‘, which limits the number of poker machines allowed
in a geographic area based on a machines-to-population ratio as at
2006 (Brown 2010).

EPPING CENTRAL BACKGROUND REPORT 59
The City of Whittlesea is a relatively disadvantaged community with
among the highest gambling losses per household in the
Policy drivers
Investigate mechanisms to direct commercial investments to
Epping Central;
metropolitan area. As such the City of Whittlesea is actively working
to limit any increase to EGM numbers in the municipality, with strong
support from the local community as shown in the Epping Central
Community Engagement Key Findings Report (June 2008).
Clauses 52.28-3 and 52.28-4 of the Whittlesea Planning Scheme
identify shopping complexes and shopping strips (respectively)
where EGMs are not permitted. Currently, EGMs are prohibited in all
shopping strips in the municipality, and in Epping Plaza (though
existing use rights apply to establishments that had EGMs before the
introduction of the Clause including both the Epping Hotel and
Epping Plaza Hotel). The Dalton Village shops, classified as a
shopping complex, are not currently listed in Clause 52.28-3.
This assessment of the retail, commercial and industrial environment
in Epping Central highlights the need to:
Significantly increase the provision of office floorspace
consistent with the City of Whittlesea‘s shifting employment
profile towards white collar professions;
Prevent out-of-centre restricted retail development that
undermines the strategic intent of the Cooper Street
Employment Area and retail provision in Epping Central;
Facilitate a more retail- and hospitality-focused mix of uses on
High Street to revitalise the strip, increase pedestrian activity
and restore its historic main street function;
Significantly increase the provision and mix of entertainmentand
leisure-based venues and facilities that target all
audiences, and young people in particular;
Continue to minimise the presence and prevent the expansion
of the supply of EGMs in Epping Central and the municipality;
and
Apply harm minimisation principles in the design and
development of new entertainment precincts, particularly for
licensed venues.
Transition high impact industrial uses (i.e. with high traffic
volumes and noise) towards the Cooper Street Employment
Area, and encourage low impact uses in the interface areas of
Epping Central;
Diversify the mix of uses in Epping Plaza, including increased
community, entertainment, and service uses, and encourage
more outward-looking, street-based built form that responds to
Cooper Street and High Street;
Significantly reduce the level of escape expenditure from the
municipality by increasing the provision of retail floorspace,
particularly in the Department Store, Clothing and Soft Goods,
Hospitality, and Service sectors;
Encourage relocation of industrial workshop uses to areas of
the Epping Central activity centre or into surrounding industrial
precincts where amenity impacts can be minimised;
Ensure that good design and streetscape values are
incorporated in future employment-based development;
Capitalise on the relocation of the Melbourne Wholesale
Markets (to land adjacent to Epping Central) and the
associated infrastructure, jobs and supporting services;

60
EPPING CENTRAL BACKGROUND REPORT
4.6 Community Infrastructure
KEY POINTS
Existing community infrastructure in Epping Central is under
considerable pressure, and will not be able to meet demand as
the resident population grows.
Significant gaps exist in the provision of community
infrastructure in Epping Central, particularly in the provision of
community meeting space, sporting and recreational facilities,
and libraries.
The need for three distinct ‗Community Hubs‘ has been
identified, to provide clusters of community infrastructure in
accessible locations within the activity centre.
Melbourne 2030 emphasises the necessity and desirability of
concentrating community infrastructure into vibrant and accessible
community hubs, located within activity centres. Typical community
infrastructure includes children‘s services, health services, education
facilities, youth services, recreational facilities, open space, and
community information and referral services.
Existing community infrastructure provision
The City of Whittlesea and the Department of Planning and
Community Development commissioned Collaborations, Beca and
PER Architects in 2009 to undertake an assessment of community
facilities in the study area (Community Infrastructure Analysis for
Epping Central).
This report, together with Council discussions with community
infrastructure and service providers, informs the following snapshot
of community service provision in Epping Central.
Participation in physical activity
The report discusses community participation in physical activity in
terms of provision of and access to neighbourhood open space,
provision of active open space and sporting facilities, provision of
indoor leisure and aquatic facilities, and access to pedestrian and
cycle paths.
It was found that within Epping Central, there is an undersupply of
sporting and recreational facilities for the existing and projected
populations. There are several privately owned and operated indoor
sporting and leisure facilities, such as the squash courts on
Coulstock Street and Leisure City on Miller Street (which features
indoor tennis courts, indoor games area, a bowling alley, gym and
pool), however there are no Council owned or operated sporting
facilities. There is also a shortage of high quality outdoor open space
for both passive and active recreation, particularly for the western
half of the study area. As noted above, there are also significant
gaps in the pedestrian and cycle network throughout the centre.
Availability of community meeting spaces
The report identifies a need for safe places for community interaction,
particularly for young people who at present have only limited access
to safe and appropriate spaces in which to meet and socialise.
There is also a significant shortage of meeting space for community
groups, local clubs, and cultural activities. This lack of space limits
opportunities for new groups or community activities to develop.
Available meeting spaces are usually booked out well in advance,
indicating a strong demand which is expected to increase given
Epping‘s ageing population, and the need for more youth-oriented
activities.
Access to education and employment pathways
There are at present no libraries located within the Epping Central
study area. In spite of this approximately one third of Epping Central
residents hold library memberships, but must travel to Mill Park,
Thomastown or Lalor in order to access library facilities. There is
also no provision for community or adult education within the study
area, however anecdotal evidence suggests unmet demand for these
kinds of facilities: the Lalor Living and Learning Centre (which offers
language and literacy programs, computer courses, and after school
tutoring among other services) reports that many participants in their
programs come from Epping.
Evidence suggests that primary and secondary schools servicing the
study area have capacity to cope with population growth for the
foreseeable future.
Access to community information and referral
services
The report notes that Whittlesea Community Connections is the only
community information and referral service within the activity centre,
and that the service is highly utilised and in need of more space and
staff. This organisation provides advice to the community on legal
and financial issues (among others), and finds that many of its clients
are from culturally and linguistically diverse (CALD) communities,
migrant and refugee groups, and young people. There will be an
increasing shortfall of community information services in the coming
years as the population in the area increases.
Access to health and wellbeing services
The Northern Hospital, a major regional health provider, operates
within Epping Central, whilst the relatively new Medical and
Specialist Centre forms the first component of a new private medical
precinct developing immediately to the west of Epping Central.
The majority of the community-based health and wellbeing service
providers in Epping Central are operating at, or almost at, full
capacity. Epping‘s child care centres are operating at 75-100% of
capacity. The City of Whittlesea Youth Services will not be able to
meet future demand, and is investigating possible alternate sites.
The Maternal and Child Health service located within Epping Plaza is
operating at full capacity, and the Plenty Valley Community Health
Service offers a wide range of health services but is unable to cope
with demand. No respite services are available in the activity centre,

EPPING CENTRAL BACKGROUND REPORT 61
and there is only very limited provision of services and programs for
the elderly and disabled.
Given that health and wellbeing services are inadequate for the
current population, new services will be required in the short to
medium term to meet existing demand, and that which is expected as
a result of projected population increases.
Emergency services
Police, fire-fighting and ambulance stations are all located within or in
close proximity to the Epping Central study area. Council‘s
discussions with emergency services providers have indicated that:
Victoria Police provide services in Epping Central from their
station on High Street, with a catchment area spanning
Epping, Lalor, Thomastown, Epping North, and areas further
north. There is a need for increased police numbers, and
expanded police facilities, to accommodate rapid population
growth within this catchment area. In addition to uniformed
police, several police units operate from Epping, namely the
Whittlesea Highway Patrol, an arm of the State Highway
Patrol, an arm of the State Transit Police, the Sexual Offences
and Child Abuse unit (SOCA), and the Proactive Policing Unit.
Victoria Police leases the land and station building from the
City of Whittlesea. The sheer numbers of police, as well as
the need to fulfil new State Government sustainability
requirements for leased properties, may necessitate expansion
of this facility or relocation of these officers elsewhere.
Epping Central is served by both the Metropolitan Fire
Brigade (MFB) station on Childs Road, and the Country Fire
Authority (CFA) station north of the study area on High Street,
with Cooper Street and McDonalds Road acting as the current
border between the areas of responsibility for each of these
services. As a result of the Bushfires Royal Commission, a
Fire Services Commissioner has been appointed to examine
numerous aspects of fire services operation, including the
position of the MFB/CFA border, and the ways in which each
authority operates with a view to streamlining these
operations. It is anticipated that as Epping Central transitions
towards higher density built form, the equipment and training
of fire officers will also be modified to suit this new
environment. Epping Central and Epping North are also a key
growth area for the CFA. They are in the process of
evaluating the use of the current station site to assess whether
or not this facility should be upgraded or relocated to service
the growing population, particularly in Epping North.
Ambulance Victoria provides services to Epping Central from
the Epping Ambulance Station on McDonalds Road, east of
the activity centre. This station operates as part of a network
of stations in the City of Whittlesea that also includes stations
at Whittlesea Township, Kinglake, South Morang, and
Thomastown. Ambulance Victoria has deployed increased
services in this area in recent years, and note that demand for
services tends to escalate more rapidly than population
growth, possibly due to the ageing of the population.
Summary
Detailed analysis of community infrastructure provision indicates that
current service provision is inadequate to meet the high existing and
projected demand within Epping Central. In many cases, existing
services are stretched to capacity, whilst other services simply do not
exist. There is particular need for services that address the complex
needs of families, young people, and new migrant groups. Local
service provision to date has not kept pace with the growth in
population and subsequent demand, and this situation will be
exacerbated by further population growth expected as a result of
development under the Epping Central Structure Plan. It has been
identified within Council that increased community service provision
is highly desirable in order to facilitate an ‗early intervention‘
approach, that can prevent the escalation of social problems in the
community further down the track.
Future community infrastructure provision
The Community Infrastructure Analysis (2009) made a series of
recommendations to help close the identified gaps in community
service provision, in order to satisfy existing demand as well as to
cater for that which will be created in the future as Epping Central
grows and changes.
The analysis developed the following desired social objectives for
Epping Central:
Support community wellbeing through participation in physical
activity;
Provide safe places for informal recreation and social
interaction;
Provide opportunities for lifelong learning and employment
pathways;
Support access to community information and referral
services;
Provide access to health and wellbeing services;
Support community initiatives and programs;
Provide access to outdoor recreation and leisure opportunities;
Support participation in community, spiritual and cultural
events; and
Support participation in indoor leisure and aquatic activities.
The report recommends that clusters of related community facilities
be co-located in a series of ‗hubs‘ constructed in strategic locations
within the activity centre. These themed hubs are identified as
‗Information and Learning‘, ‗Active Recreation‘ and ‗Health and
Wellbeing‘. Potential uses for each of the hubs are listed below.

62
EPPING CENTRAL BACKGROUND REPORT
Information and Learning Hub
Adult & community education (e.g. TAFE, University of Third
Age, Adult Migrant Education, literacy & numeracy programs)
Occasional child care
Open space (e.g. playspace, courtyard)
Commercial activity (e.g. retail, café, gymnasium)
Policy drivers
This assessment of community facilities and infrastructure in Epping
Central highlights the need to:
Library services
Significantly increase the provision of community services and
Access to technology resources
Community information service
Space for community programs (e.g. Book readings and book
clubs, NESB programs, older adults social support/activities)
More detailed policy directions for the proposed hubs (including
preferred locations) are discussed in the Epping Central Structure
Plan.
infrastructure in Epping Central that address the desired social
objectives identified by the Epping Central Community
Infrastructure Analysis (2009) to service existing and emerging
local needs, and provide for service at a regional scale in
keeping with Epping Central‘s role as a Principal Activity
Space for large scale events and gathering (e.g. Festivals,
Centre;
cultural events, performances, civic events)
Ensure that new community facilities provided are highly
Outdoor gathering & play (e.g. Amphitheatre, town square,
outdoor play and seating)
accessible to key target groups as well as the wider Epping
Central community;
Community Exhibition space
Community kitchen (including skills training)
Commercial (e.g. bookshop, café)
Identify suitable organisations that Council can partner with in
the provision of community services and infrastructure;
Facilitate ongoing expansion of existing community services in
Epping Central in line with current and projected community
Active Recreation Hub
needs; and
Highball courts
Spatially integrate new community services with existing
Outdoor recreation (e.g. Half court)
Youth specific facility (e.g. Skateboard ramp)
services and development, particularly favouring locations
within walking distance of public transport.
Health and Wellbeing Hub
Health & community services delivery (e.g. base for health and
community services, maternal & child health, ancillary health,
social support)
Aquatic/hydrotherapy opportunities (e.g. Aquatic exercise,
baby swim, hydrotherapy)
Community meeting/programs (e.g. Playgroups, family support
groups, gentle activity groups)
Social support, information and service delivery to meet the
needs of young people

EPPING CENTRAL BACKGROUND REPORT 63
Figure 24
Existing community infrastructure distribution in Epping Central

64
EPPING CENTRAL BACKGROUND REPORT
4.7 Open Space and the Natural Environment
KEY POINTS
There is an under-supply of public open space in Epping
Central, however the opportunity exists to improve the linear
parklands associated with both Darebin Creek and Edgars
Creek.
There is a need to preserve habitat for species such as the
Golden Sun Moth and Growling Grass Frog, which have both
been noted within Epping Central and the surrounding area.
Limited canopy trees exist within the study area, and whilst
street trees are predominantly native, their size and scale do
not complement Epping‘s streetscapes. Significant weed
infestation is evident in the Darebin Creek corridor.
Open space
Parks
Parks in Epping Central are currently limited to the V.R. Michael
Reserve on High Street, parklands associated with Darebin Creek,
and several ‗pocket parks‘ scattered within the residential areas (N.B.
The natural values of Darebin Creek are discussed separately later in
this section). These parks exhibit the following features:
Name Size Facilities Issues
V.R. Michael
Reserve
Corner High
Street and
Deveny Road
Darebin
Creek
Parklands
Corner
McDonalds
Road and
Davisson
Street, south
to Rufus
Street
Peppercorn
Park
Corner Keith
Avenue and
Rufus Street,
north to
McDonalds
Road
Apex Park
Corner
Greenbrook
Drive and
Peppercorn
Parade
72,520 m 2
(7.2 hectares)
Approx.
33,000 m 2
(3.3
hectares).
Creek buffer
extends total
2.2 km along
eastern
boundary of
activity centre
to south.
26,500 m 2
(2.65
hectares)
Bocce
pavilion
Public
toilets
Playground
Playground
Skate ramp
Seating
Playground
Barbecue
Shelter
Seating
Limited visibility to
High Street due to
high embankment;
limited access from
residential areas to
the south and west.
Shared path
terminates at Rufus
Street; no clearly
marked pedestrian/
pram crossing to
continuation of path
on south side of
Rufus Street.
Informal gravel
entry points in
places; poor
accessibility.
No pedestrian/
pram crossing to
continuation of
shared path south
of Rufus Street.
6,500 m 2 None Used as shortcut to
cut corner.
Informal track
should be upgraded
to facilitate
pedestrian use.
Name Size Facilities Issues
Supply Park
Between
Supply Drive,
Grand Parade
and rail line
Monica
Court
Reserve
Monica Court
and Grand
Parade
Brookglen
Park
Between
Brookglen
Court and
Houston
Street
Holroyd
Drive Park
Between
Holroyd Drive
and Darebin
Creek
Guila Court
Park
Between Guila
Court and
Darebin Creek
10,611 m 2
(1.06
hectares)
Playground
Seating
3,465 m 2 Playground
Seating
No footpath into the
park from Grand
Parade. Paths
between Salicki
Avenue and Supply
Drive but these are
gravel only.
Gravel paths only.
Good connection
point between
residential area and
NMIT, but path to
NMIT terminates in
a car park creating
access issues for
wheelchairs,
prams, bicycles etc.
1,817 m 2 None No facilities,
seating, etc.
5,540 m 2 Playground Limited exposure
from local streets
due to its position
behind
kindergarten.
2,050 m 2 Playground
Seating
No footpaths within
the park or to
connect it to the
street. No trees or
landscaping for
shade / visual
interest.

EPPING CENTRAL BACKGROUND REPORT 65
Figure 25
Open space provision in Epping Central

66
EPPING CENTRAL BACKGROUND REPORT
Public open space in Epping Central currently faces the following
issues:
Residential areas to the south of Cooper Street are reasonably
well supplied with open space, with most properties within 400
– 800 metres walking distance to a park. Residential areas to
the north of Cooper Street however are generally less well
supplied with open space.
Existing open spaces generally abut residential properties,
however most present high fences to their boundary with the
parkland. High fences limit visibility and surveillance,
decreasing safety and allowing for vandalism such as graffiti.
These fences also do not take advantage of the opportunities
for views and ‗borrowed amenity‘ that occur as a result of
proximity to these spaces.
As noted in the table, footpaths are generally gravel, and are
not present at many key entrance points. This limits their
accessibility and usability, particularly for those in wheelchairs,
cyclists, and parents with prams, and makes them generally
less appealing for all pedestrians. The presence of informal
paths indicate that some parks act as thoroughfares
connecting different areas in the study area, but that existing
pedestrian infrastructure does not currently address demand.
Paths along the creek corridor are poorly connected to the
urban area, do not provide for easy or safe crossing of
intersecting roads, and wayfinding signage is inconsistent or
absent.
Limited provision of facilities such as shelters, seating, picnic
tables, public toilets and barbecues.
Existing parks are traditional and somewhat run-down. There
are no modern, ‗urban‘ open spaces in accessible locations to
act as casual meeting points, or allow for social gatherings or
public events.
In 1997, the City of Whittlesea‘s Open Space Strategy concluded that
overall, the suburb of Epping was well supplied with public open
space. However, the residential area to the north-east of the
intersection of Cooper Street and High Street in Epping Central was
identified as having an under-supply of ‗useful‘ (i.e. over 0.25 ha)
open space within 500 metres walking distance. Since this report
was released, no new public open space has been created in close
proximity to this precinct.
The provision of additional open space in Epping Central will need to
be considered having regard to projected increased residential
densities and the creation of any new residential areas within Epping
Central.
Creeks: Habitat, stormwater and water supply
Epping Central is located on the flat, basalt plains of northern
Melbourne between Edgars Creek, a tributary of the Merri Creek, and
Darebin Creek, which forms the eastern boundary of Epping Central.
Darebin Creek originates in Woodstock, approximately 12 kilometres
north of Epping Central in the City of Whittlesea, flowing south along
the border of the Cities of Banyule and Darebin, and finally flowing
into the Yarra River in the suburb of Alphington (Friends of Darebin
Creek 2008).
Edgars Creek originates in Wollert and flows through the Cities of
Whittlesea, Darebin and Moreland, joining the Merri Creek in Coburg
North (Ball 2006). It has a drainage function for its immediate
surrounds, and is also a ―core habitat‖ for the endangered Growling
Grass Frog, particularly within the Epping Waste Disposal Site where
there is a high level of habitat diversity, including permanent water
bodies (former quarry holes), ephemeral wetlands, breeding and
foraging habitat, and the movement corridor formed by the creek
itself.
Pedestrian and cycle trails exist along the southern parts of Edgars
Creek, but many areas are run down and/or inaccessible, particularly
within the City of Whittlesea, and including within the Epping Waste
Disposal Site. In the future, it is envisioned that Edgars Creek,
together with Darebin Creek, will be rehabilitated to form high quality
linear parklands, to provide habitat for vegetation and wildlife as well
as attractive open space for Epping Central residents. Part of this
work would include the development of pedestrian and cycle trails
along Edgars Creek to the north and south, connecting suburbs in
the south of the municipality with developing areas including Epping
Central and Epping North, as well as to the regional cycle path
network. It is anticipated that this path will continue across Cooper
Street through the Cooper Street Employment Area, via a signalised
crossing at the Willandra Drive intersection.
The stormwater runoff from Epping Central‘s urban areas has a
direct impact on the water quality and flow regimes of both Edgars
and Darebin Creeks, and further downstream the Yarra River and
ultimately Port Phillip Bay. Currently stormwater from Epping Central
enters the creeks without any treatment, from the centre‘s mostly
hard paved surfaces. This contributes to an unnatural flow regime of
both creeks, which is characterised by sudden rises following
rainfalls, with limited flows between rainfalls. Water quality in the
urban segments of the Darebin and Merri Creek catchments (of
which Edgars Creek is a part) have been identified as being
―moderate‖ and ―very poor‖ respectively, while aquatic life has been
identified as ―poor‖ in both creeks (Melbourne Water, 2008). The
Epping Central Stormwater Management Strategy (DesignFlow
2011) identified the need to mitigate the existing impact of urban
stormwater from the Epping Central area, and avoid increased
impacts from the projected higher level of development. The report
identified a series of strategies to achieve best value, best practice
stormwater quality improvement opportunities for the centre. These
can be summarised as:
Subcatchment outlet treatments along both Edgars and
Darebin Creeks;
Best practice raingardens in car parks with more than six car
spaces;
Encouraging adoption of rainwater tanks; and

EPPING CENTRAL BACKGROUND REPORT 67
In subcatchments where the above measures are insufficient
to meet best practice standards, Council should consider
additional distributed systems such as streetscape
raingardens.
Epping Central, like the whole of Melbourne, receives its potable
water supplies from water extracted from the Yarra and Thompson
Rivers. As a result of this, these rivers have significantly reduced
flows and consequently degraded aquatic environments. Conserving
this water through efficient water use of appropriate alternative water
supplies (e.g. through use of water tanks) has the benefit of saving
water in reservoirs for later use as well as restoring environmental
flows to source rivers.
Vegetation
There is very little remnant vegetation in Epping Central with the
exception of a handful of River Red Gums located on vacant sites.
The Darebin Creek corridor accommodates the majority of mature
vegetation in Epping Central and consists of a mix of older exotic
species, including the potentially invasive Pepper tree (Schinus
areira), as well as substantial areas of more recently planted
Eucalypts. Weed species prevalent in the creek corridor, including in
the creek bed itself, include Arum Lily (Zantadeschia aethiopica),
Chilean Needle-grass (Nasella neesiana), and Paterson‘s Curse
(Echium plantagineum), among many others. These weeds compete
with native species for space, water and nutrients, which in turn limits
food and habitat for native fauna.
Street tree species in Epping Central consist of the following:
On High Street, the majority of trees are Manchurian and
Callery Pear species (Prunus ussuriensis and calleryana), as
well as assorted native species including Gum (Eucalyptus
and Corymbia), Wattle (Acacia) and Bottlebrush (Callistemon).
Tree species on Cooper Street are generally native Gum
species, with the majority being Lemon Scented Gums
(Corymbia citriodora).
Trees on local streets north of Cooper Street are largely
natives, including various Melaleuca, Gum, Wattle and Myrtle
(Agonis flexuosa and Angophora costata). There are also
scattered European species including Pear, Plum (Prunus),
English Oak (Quercus robur) and Peppercorn Trees (Schinus
molle).
There are also many native species in street trees south of
Cooper Street, however this area includes a greater incidence
of exotic species. Native species include Gum, Wattle, and
Bottlebrush, whilst exotic species include Plum, Pear, Olive
(Olea europaea), and Apricot (Prunus mume), as well as
potentially invasive species such as Sweet Pittosporum
(Pittosporum undulatum) and Golden Locust (Robinia
pseudoacacia).
Overall, there is no consistent landscape theme to the street tree
planting in Epping Central and many selected species provide little
habitat value (especially the exotic species), little shade and are too
small in height and form to reflect the size of the local street
reservations and nature strips. These areas would benefit from
larger canopy trees at an appropriate scale to counterbalance the
width of the road reservations.
Threatened flora and fauna
In addition to the Growling Grass Frog, several species of threatened
flora and fauna have been recorded in the study area and broader
surrounds. Since 2000, observers have reported the bird species
Baillons Crake (Porzana pusilla) and Hardhead (Aythya australis),
both classified as vulnerable, and the critically endangered Golden
Sun Moth (Synemon plana). Threatened flora species include the
endangered Matted Flax-lily (Dianella amoena) and the vulnerable
Slender Swamp Wallaby-grass (Amphibromus fluitans).
Very few sightings of threatened species have been recorded in the
Darebin and Edgars Creek corridors (with the exception of the
Growling Grass Frog as noted above) within Epping Central over the
last decade, which may be linked to the extensive weed infestations
noted earlier, as well as stormwater runoff impacts. Darebin Creek in
particular is highly degraded in this location.
Soils
Epping Central is located on flat, basalt plains which are geologically
defined as quaternary volcanics. The soil in Epping Central generally
consists of black self-mulching cracking clay. Particularly noticeable
in Epping Central is the high incidence of rock in the ground.
The Epping region has historically been quarried for bluestone
(basalt) and this is reflected in the building materials of the local
historic buildings.
Topography and climate
As noted above, Epping Central is generally flat, however it sits on a
slight ridgeline between Darebin and Edgars Creek, sloping towards
these waterways and generally from north west to south east. The
highest point is at the City of Whittlesea Epping Depot site on
Houston Street, where the land peaks at 139 metres above sea level.
The lowest point is at the Darebin Creek crossing at Childs Road in
the south east of the activity centre.
Views are possible from Epping Central to the Melbourne CBD to the
south, Quarry Hills to the north, and the Yarra Ranges to the east.
Epping Central is in an area that receives an average of 600-800
millimetres of rainfall a year, which is typical for the majority of
metropolitan Melbourne. Prevailing winds are generally from the
north and west (Bureau of Meteorology 2010).

68
EPPING CENTRAL BACKGROUND REPORT
Policy drivers
This assessment of open space provision in Epping Central
highlights the need to:
Significantly increase the provision of landscaped and urban
public open spaces that are highly accessible and visible from
the private and public realm, and allow for various forms of
passive and active recreation;
Improve the quality of existing open space, incorporating
improved access for all users (e.g. through improved
wayfinding signage and better quality footpaths), including
those with limited mobility;
Where applicable, design new developments to appropriately
address nearby open space;
Consider the possible limitations imposed by rocky ground on
the built form (including building foundations, basement levels,
etc.);
Ensure that water-sensitive and energy-efficient design
elements are incorporated into both the public and private
realms to reduce stormwater runoff and water and energy use;
Make use of opportunities to harvest and reuse stormwater to
reduce potable water demand;
Adequately treat and attenuate stormwater runoff before
discharge to creeks;
Ensure that habitat areas are appropriately protected and
enhanced to remove weed species and preserve endangered
flora and fauna species (advocating to State Government
departments and agencies where appropriate); and
Better utilise the generously sized streetscapes and nature
strips to enhance the landscape qualities of Epping Central.

EPPING CENTRAL BACKGROUND REPORT 69
4.8 Environmental Performance
KEY POINTS
Climate change has the potential to negatively affect Epping
Central residents, however the opportunity exists to increase
renewable energy use and water/energy efficiencies to
minimise these impacts.
Substantial growth in energy use (and greenhouse gas
emissions) has occurred in the City of Whittlesea and Epping
since 2001, particularly in the commercial and industrial
sectors.
Similarly, water use has increased in the non-residential sector
since 2001, however substantial decreases in overall water
use and use per property has occurred in the residential sector
over this time.
Introduction
Since 2000, the City of Whittlesea‘s sustainability initiatives have
been directed by the Local Conservation Strategy, which led to the
development of both the Sustainable Water Use Plan (2006) and the
Greenhouse Abatement Strategy (2004). These strategies aim to cut
energy and water use at the community level and in Council‘s
operations. The Local Conservation Strategy is superseded by the
Environmental Sustainability Strategy (due for Council adoption in
2011), which contains key directions relating to the following six
themes:
Climate Change
Water
Biodiversity
Land Management
Urban Development and the Built Environment
Council has also committed to greenhouse gas emission reductions
through the Towards Zero Net Emission for the NAGA [Northern
Alliance for Greenhouse Action] Region strategy (NAGA 2009),
which aims to achieve a 24.3% reduction in emissions across the
region by 2020.
The Australian Government has announced its intention to introduce
a carbon trading scheme. Whilst the form and details of the carbon
trading scheme are unknown, the scheme is likely to put a price on
carbon in order to reduce Australia‘s contribution to global
greenhouse gas emissions and halt irreversible impacts of climate
change.
It is important that business and residents in Epping Central are well
positioned to respond and capitalise on fuel cost changes, new
technologies and the potential impacts of changing weather patterns.
Existing conditions
Changing climate conditions
Epping Central is part of the Port Phillip and Western Port region.
The Victorian Government (2008), with assistance from the CSIRO,
has predicted for this region that by 2030,
Average annual temperatures will have increased by 0.8°C;
The annual average number of hot days (over 30°C) is also
likely to increase;
Rainfall is expected to fall by around 4% in comparison with
1990 figures; and
Reduced humidity and increased evaporation will contribute to
drier conditions overall.
Average Annual Wind Speed
Figure 26 shows that the average annual wind speed in Epping
Central is 5-6 m/sec at 65 m above ground.
Figure 26 Average annual wind speed for the Epping Central
precinct
(Source: Sustainability Victoria 2007)
The Alternative Technology Association (2007), for Sustainability
Victoria, found that there is little value installing a wind turbine where
wind speed is less than 5m/s. They also note that the wind speeds
are significantly lower at building height than 65m above ground.
Materials Efficiency

70
EPPING CENTRAL BACKGROUND REPORT
While wind turbines could provide an attractive alternative to solar
photovoltaic power systems in urban environments, the wind speeds
in Epping Central may prove these systems unviable.
Average Annual Solar Exposure
Figure 27 Average annual solar exposure for the Epping
Central precinct
(Source: Sustainability Victoria 2007)
The average annual solar exposure in Epping Central is
15MJ/m2/day, which is low for Australia but quite high compared to
much of the developed world. Australia currently has low take-up of
solar technologies for power generation, despite advantageous
climatic conditions relative to places such as Germany, which has a
much higher rate of generation per capita (10 W compared to 2.6 W
in Australia) (Clarke 2008). The viability of photovoltaic (solar) power
in Epping is therefore high, with considerable scope for integration
into both new and retrofitted buildings.
Software tools such as AccuRate, used to measure building thermal
efficiency performance for compliance with the Building Code of
Australia (Section J), are based on existing climate data and consider
the Melbourne Climate Zone (including Epping) to be a heating
dominated climate (i.e. buildings are more likely to require heating
than cooling in this zone). There is also a need however to design
and equip buildings for high environmental performance on hot days,
such as passive solar design, natural ventilation, gas air conditioning
etc. There is an opportunity to ensure Epping‘s urban form is well
designed to reduce peak energy demand and to provide business
and residents with high quality urban environments into the future.
Existing energy profile of Epping Central
Greenhouse gas emissions generated in Epping Central come
primarily from the use of non-renewable electricity and natural gas in
buildings and street lighting, private and public transport fuels, and
other sources such as waste and fugitive emissions from industry.
Whilst no emissions data is available solely for the Epping Central
study area, data is available for the suburb of Epping and for the City
of Whittlesea which provides an indicative estimate of energy use in
Epping Central.
Toward Zero Net Emissions for the NAGA Region identifies that 53%
of energy use in the City of Whittlesea is generated by
manufacturing, followed by the residential sector (17%) and
commercial and non-freight road transport (10%). This means that a
significant proportion of the City of Whittlesea‘s energy use (and
therefore greenhouse emissions) is associated with ‗stationary
energy‘, i.e. within buildings rather than through transport
movements. Whittlesea‘s manufacturing emissions are also among
the highest in the northern region, which has implications for the
industrial uses operating within Epping Central.
Data collected by SP AusNet and APA (the companies responsible
for the provision of electricity and gas infrastructure respectively)
provides an indication of energy use for the suburb of Epping.
Between 2003-2004 and 2008-2009, total electricity use rose by
48% 1 across commercial/industrial use, residential use, and
unmetered use (i.e. public lighting). Of these three sectors, electricity
use for public lighting experienced the most substantial growth
(possibly due to development in the Epping North growth area),
increasing by 216% in this period, followed by commercial/industrial
(up 43%) and residential (up 30%) 2 .
In this period, gas use in Epping rose by 17.5% overall, with the most
significant growth observable in the commercial/industrial sector at
21.2%. The residential sector uses significantly more gas overall,
however over this period the rate of growth was slower at 16.8% 3 .
From this data, it is possible to provide an estimation of greenhouse
gas emissions increases by sector over this period (however given
the nature of available data these estimates do not take into account
potential emissions savings made through GreenPower). The table
below provides a summary of these figures. Overall, greenhouse
gas emissions rose by 43% from 2003-2004 to 2008-2009, with the
most significant gains in terms use coming from the electricity used
by the commercial/industrial sector in Epping, which increased its
emissions by 35,737 tonnes CO 2 -e, or 44.9% (note that significant
growth was generated by Unmetered power, however emissions
from this sector are much lower overall).
1 92,947 MWh in 2003-04 to 137,433 MWh in 2008-09
2 In MWh from 2004-05 to 2008-09: Unmetered – increased from 4,744 to
14,978; Commercial / industrial – increased from 59,602 to 85,382;
Residential – increased from 28,601 to 37,073.
3 In GJ from 2004 to 2008-09: Commercial / industrial – increased from
77,601 to 94,021; Residential – increased from 418,242 to 488,525.

EPPING CENTRAL BACKGROUND REPORT 71
Sector
Residential
Commercial
/Industrial
Unmetered
(Public
lighting)
Fuel type
tCO2-e
2003 - 2004 2008 - 2009
% change
Electricity 38,612 50,049 +29.6
Gas 23,003 26,869 +16.8
Electricity 79,529 115,266 +44.9
Gas 4,268 5,171 +21.2
Electricity 6,404 20,221 +215.8
TOTALS 151,816 217,576 +43.0
Per household over this time, average electricity use increased by
8%, whilst gas use decreased by approximately 4.6% per household,
despite use rising overall 4 .
Existing water use profile of Epping
Water usage data is available for the suburb of Epping (however not
specifically for the Epping Central study area) for the financial years
2001-02 to 2008-09. This data indicates that whilst potable water
use has declined overall for both residential and non-residential 5
uses in Epping by around 1%, this change has largely occurred
thanks to the residential sector.
Despite a 28.5% growth in the
number of residential properties in this timeframe, water use in this
sector has declined by 8.5% overall, and by 28.7% per property.
This significant change may be attributable to water restrictions that
have been applied in recent years, as well as increased community
awareness of household water efficiency measures.
4 Between 2003-04 electricity use per household rose from 4.6 MWh/year to
4.9 MWh/year. Gas use per household decreased from 68 GJ/year to 65
GJ/year.
5
Non-residential includes industry, small business, offices, sports grounds,
firefighting and the like.
The non-residential sector on the other hand has achieved only an
8.2% drop in water use per property, which has not been enough to
offset the substantial increase in the number of properties in this
sector, leading to an increase in non-residential water use of 26.7%.
Water use by
sector (kL)
RESIDENTIAL
2001-
2002
2008-
2009
Change
No. %
Per property 237 169 -68 -28.7%
Total 1,442,859 1,320,046 -122,813 -8.5%
NON-RESIDENTIAL
Per property 1,025 941 -84 -8.2%
Total 389,315 493,270 103,955 26.7%
Combined total
water use
No.
properties
by sector
1,832,174 1,813,316 -18,858 -1.0%
2001-
2002
2008-
2009
Change
No. %
Residential 6,077 7,808 1,731 28.5%
Nonresidential
380 524 144 37.9%
Total 6,457 8,332 1,875 29.0%
Possible future scenarios
Energy efficiency
Basic emissions modelling using the office floorspace projections
outlined in Section 5.2 can offer an insight into emissions savings
possible through increased energy efficiency.
For example, the
following table identifies the savings possible through applying
NABERS and Green Star standards to new office development in
Epping Central:
60,000m 2
office space
Current
standard:
2.5 star
NABERS
NABERS 5 Star
– Whole
building
Green Star 4
Star minimum
Tonnes
CO 2 -e per
m 2 per
year
Tonnes CO 2 -e per year
Total
emissions
Savings
330 19,800 0
170 10,200 9,600
110 6,600 13,200
Similarly, reductions in emissions generated by residential
development may be achieved through a variety of measures,
including the application of thermal fabric efficiency standards,
requirements for higher star ratings (than the current 5 Star
standard), and the installation of more energy efficient lighting and
appliances. The following table outlines the savings achievable on
current emissions levels, depending on the scale of efficiency
requirements employed:
2,900 homes to
be built
Tonnes CO 2 -e
per household
per year
Total CO 2 -e
per year
Total
savings
Current standard: 10.2 29,580 N/A
20% reduction: 8.16 23,664 5,916
40% reduction: 6.12 17,748 11,832

72
EPPING CENTRAL BACKGROUND REPORT
The current average emissions (10.2 tCO2-e) in Epping are lower
than the average household emissions in Melbourne, which has been
estimated to be 13 tCO2-e. This may be due to the total households
in Greater Melbourne having a higher proportion of larger homes
(>200m2) and older lower performing homes (heritage stock).
Research has found that greenhouse gas emissions reductions
achieved from the introduction of the Victorian 5 Star standard, and
current Building Code of Australia standard, have been offset by
increasing house size and the use of inefficient lighting in new homes
(Wilkenfeld 2007).
While the average emissions data utilised above does not take into
account the quality of existing building stock and its corresponding
thermal efficiency performance or the efficiency of appliances used
within the home, there is significant opportunity to reduce overall
residential emissions through the development of well designed and
efficient new buildings in Epping Central.
Policy drivers
This analysis of the environmental performance of Epping Central
highlights the need to:
Ensure that new development is designed in such a way to
respond to impacts associated with climate change, and
supports a more resilient Epping Central community;
Ensure that the design and orientation of new buildings in
Epping Central responds to the local climate, utilising passive
solar orientation, natural ventilation and other measures where
appropriate to reduce energy demand for heating and cooling;
Investigate ways to promote decreased energy and water use
in the commercial sector to reduce greenhouse gas emissions
and other impacts, and encourage further energy and water
efficiency measures in the residential sector;
There is also the opportunity to reduce emissions through the use of
lower-emissions energy sources such as natural gas, particularly in
larger developments. The Northern Hospital, for example, already
utilises a natural gas co-generation plant (generating both heat and
electricity).
Given the scale of development projected to take place within Epping
Central over the next two decades, an integrated approach is
required to reduce greenhouse gas emissions and other
environmental impacts generated within the activity centre.
To facilitate this, a suite of effective, affordable and practical
measures—including increased energy efficiency, decreased use of
private transport, and the use of renewable and low-carbon energy
systems—will need to be planned for and implemented.
Apply thermal fabric efficiency standards to residential
buildings to further reduce energy requirements; and
Promote the use of co-generation and solar photovoltaic
electricity systems in major developments.

EPPING CENTRAL BACKGROUND REPORT 73

74
EPPING CENTRAL BACKGROUND REPORT
5 The Epping Central Precincts
Introduction
As discussed in Section 4, the Epping Central study area occupies a
vast tract of land, encompassing a varied mix of established urban
areas as well as large vacant and/or developing sites. To enable a
more detailed discussion about the study area and create a
development framework base for the ECSP, Epping Central has
been divided into nine precincts (refer to Figure 28), each with their
own land use pattern, structure, and function, but which collectively
will contribute to the success of the centre overall.
An analysis of the individual precincts within the Epping Central study
area has been undertaken with a view to determining the existing
role and function of each, as well as their potential to appropriately
accommodate new uses and developments in the future. The
boundaries, detailed descriptions and vision for each of the
nominated precincts in the Epping Central study area are provided in
the following sections, and are summarised as follows:
Precinct summary
Precinct 1: High Street Village
The High Street Village Precinct focuses on the traditional main
street activity centre along High Street, incorporating its core
neighbourhood. This precinct is considered the traditional ‗heart‘ of
Epping Central and is approximately 42ha.
Precinct 2: High Street North
The High Street North Precinct is primarily residential with strong
connections into the High Street Village precinct. This precinct is
approximately 35ha and contains many houses that are located on
large residential blocks. The important civic uses in this precinct,
such as the Epping Primary School, Epping Police Station, and City
of Whittlesea Depot, give this precinct a strong community focus.
Precinct 3: Epping Station Hub
Precinct 3 centres on Epping Station, the Epping campus of NMIT,
and the residential area that extends to Darebin Creek. This precinct
is also approximately 35ha. Epping Station currently is located south
of Cooper Street however it is to relocate to the north side of Cooper
Street. This area is a transport hub, with high levels of pedestrian
activity between the station, bus interchange, NMIT and the
surrounding precincts.
The residential area has wide streets with views to the Darebin Creek
linear parkland, and land uses are primarily residential, with the
exception of the Davisson Street campus of St Monica‘s College,
which generates significant traffic and pedestrian activity.
Precinct 4: Dalton Village
The Dalton Road Village (approximately 56ha) forms the south
eastern corner of Epping Central, flanking Dalton Road between
Childs Road and Cooper Street. Unlike Precinct 03 to the north,
Darebin Creek along its eastern boundary does not inform the
character of Precinct 04.
Precinct 5: Childs Road Warehousing
Precinct 05 is a discrete pocket of industrial development, located at
the junction of Childs Road and the Epping rail line. It is the smallest
precinct at approximately 11ha.
Precinct 6: New Gateway
Precinct 6 forms the major southern gateway to Epping Central by
road. The precinct centres on High Street and is approximately
23ha. On either side there is a mix of existing uses, as well as a
significant proportion of undeveloped or underdeveloped land.
Precinct 7: Regional Demand
This precinct focuses on the area encompassing the Epping Plaza
Shopping Centre, the Epping Bulky Goods Homemaker Centre and
the Northern Hospital, and their areas of future expansion. The
Epping North Public Transport Corridor and Interchange is proposed
to align between the Northern Hospital and the Plaza. Precinct is
approximately 60ha in area and is characterised by internally
focussed buildings, separated from the surrounding streets by vast
areas of at-grade car parking, and differs substantially in scale and
character to the street based neighbourhood centre of the High
Street Village.
This precinct also includes a small portion of the Epping Waste
Disposal Site discussed below.
Precinct 8: Regeneration
This precinct is located around the intersection of Cooper and Miller
Streets in close proximity to the High Street Village and Regional
Demand Precinct.
It currently consists of a mix of industrial, restricted retail and vacant
sites. The amenity of this area is low due to the appearance of some
unmade roads, older dilapidated warehousing and lack of
landscaping on sites and within the streetscape.
Precinct 9: Employment
Precinct 9 is the largest precinct at approximately 108ha. It is a
developing precinct in the north of Epping Central that seeks to
create employment for the medical and industrial sector. Some parts
of this precinct are vacant, however the Epping Medical and
Specialist Centre has recently been developed in the precinct‘s south
corner, and industrial development has occurred in Miller Street.

EPPING CENTRAL BACKGROUND REPORT 75
Figure 28
Epping Central Precincts

76
EPPING CENTRAL BACKGROUND REPORT
5.1 Precinct 1: High Street Village
Overview
The High Street Village precinct is identified in Figure 29 below. It is
bounded by Rufus Street to the north, Cooper Street to the south,
Davisson Street to the east, and the allotments immediately to the
west of Duffy Street. Key features of this precinct include a
traditional ‗main street‘ shopping precinct on High Street which
bisects the precinct, residential development comprised of traditional
family homes and villa/townhouse units, and St Peter‘s Primary
School. The precinct‘s grid pattern of subdivision dates from the time
of Epping‘s establishment in the 1850s, with wide road cross
sections, large parcels of land (some of which remains vacant) and a
high degree of connectivity. Epping Station and Epping Plaza are
immediately to the south of the precinct across Cooper Street, and
are accessible on foot.
Key characteristics
The following key characteristics of the High Street Village precinct
will be particularly relevant for the Epping Central Structure Plan:
The High Street shopping precinct, a traditional ‗strip‘
shopping environment
Existing pockets of residential land in the precinct, and their
potential to accommodate increased residential densities
Traffic and congestion on High Street and Cooper Street,
which currently acts as a barrier to pedestrian movement
Key issues
The High Street strip of shops was the historic main street of Epping,
but has declined since the establishment of Epping Plaza in the mid-
1990s. Several shops are vacant, whilst many of the remainder are
occupied by service uses which do not generate high levels of
pedestrian activity. Pedestrian amenity is also affected by the high
volume of vehicular traffic along High Street and Cooper Street,
which creates a barrier across the strip, and from the shops to
Epping Station. High Street is one of two major north-south routes
through the municipality (together with Plenty Road), so traffic
volumes are unlikely to improve until the connection of Edgars Road
to O‘Herns Road creates a traffic bypass around the centre. The
High Street shopping strip is characterised by predominantly single
storey shopfronts, however several two storey premises have
developed more recently. The High Street shops are located in close
proximity to Epping Station, however poor visual connections
between these destinations mean that it can be difficult for
pedestrians to find their way from one to the other.
Traffic congestion is an issue frequently raised by the Epping Central
community, and is related to the high level of car dependence in the
area. This has led to a ‗vicious cycle‘, where high car use and
congestion contribute to negative perceptions of pedestrian safety,
which encourages residents to drive, which in turn increases vehicle
volumes and exacerbates pedestrian safety issues.
Connections through and across the precinct are provided northsouth
by High Street, Howard Street and Davisson Street, and eastwest
by Rufus Street, Wedge Street and Cooper Street. Duffy and
Coulstock Streets run through the precinct but both are incomplete:
Duffy Street is unconstructed between Rufus and Coulstock Streets,
and Coulstock Street is unconstructed from Miller Street to a point
approximately 100 metres west of High Street. The streets in this
area have very generous reservations, enabling large nature strip
widths and on-street parking.
St Peter‘s Church on the corner of Wedge Street and Davisson
Street is an important landmark in this precinct, and its spire is visible
from many parts of Epping Central.
Residential areas in Precinct 1 are located primarily east of High
Street, though there are a small number of residential properties on
Rufus Street to the west of High Street.
Numerous large vacant sites to the west of High Street present
opportunities for higher density residential development, however
interface issues with existing industrial areas to the west will need to
be carefully managed.
Policy drivers
This assessment of Precinct 1: High Street Village highlights the
need to:
Use the Epping Central Structure Plan to revitalise the High
Street shopping strip;
Explore opportunities to improve connections between the
High Street Village and Epping Station, including through the
provision of mixed use commercial development on Cooper
Street between High Street and Davisson Street;
Advocate for improvements to the arterial road network to
divert traffic around Epping Central;
Install traffic-calming measures within the High Street Village
to promote pedestrian safety and amenity;
Promote public transport, walking and cycling through the
design of both the public and private realms;
Preserve views of St Peter‘s Church and its status as a built
form landmark in Epping Central;
Manage interface issues between new development in
Precinct 1 and existing industrial areas to the west;
Establish guidelines for new development on large vacant sites
in the precinct;
Manage the transition in built form between higher-density
development on the High Street frontage to more standard- to
medium-density residential areas to the east and west; and
Explore opportunities for additional public open space in
unconstructed road reserves.

EPPING CENTRAL BACKGROUND REPORT 77
Figure 29
Precinct 1: High Street Village

78
EPPING CENTRAL BACKGROUND REPORT
5.2 Precinct 2: High Street North
Overview
The High Street North precinct is identified in Figure 30. It is
bounded by Memorial Avenue to the north, Rufus Street to the south,
Davisson Street to the east, and the allotments on the western side
of Duffy Street. The precinct is bisected by High Street, which acts
as the northern ‗gateway‘ to Epping Central where it crosses
Memorial Avenue.
This precinct consists predominantly of residential development
(detached houses and villa/townhouse-style dwellings), but also
includes historic buildings and significant community uses, namely
Epping Primary School, Epping Police Station, and a City of
Whittlesea council depot. Epping‘s historic township layout continues
in this precinct; the grid-based subdivision design allows for good
connectivity, and wide road reservations also feature. Although
slightly further north than the High Street Village, the High Street
North precinct is still within walking and cycling distance of Epping
Station.
Key characteristics
The following key characteristics of the High Street North precinct will
be particularly relevant for the Epping Central Structure Plan:
In this precinct, High Street forms a gateway to Epping
Central from the north
Community and civic uses in the High Street North precinct
provide a transition to more intensive retail uses to the south
Housing in this precinct is typically low-rise and standard
density
Key issues
Entrance points to Epping Central from major roads such as High
Street are poorly defined. ‗Gateways‘ to Epping Central should
provide a sense of arrival to the activity centre, particularly for visitors
who may not be familiar with the area. The Plan for Epping Central
should investigate the potential for development of these gateways to
help establish a sense of place.
Housing in the High Street North precinct generally consists of
traditional detached family homes with 2-3 bedrooms, which do not
cater for the changing housing needs of Epping Central, or take
advantage of the precinct‘s proximity to services and facilities. The
structure plan should work to increase housing densities in this
precinct, to maximise the number of people living within walking
distance to facilities such as Epping Station, nearby schools and
local shopping.
Historic sites and attractive historic buildings including the Epping
Primary School and two churches are not always fully visible and are
often without information plaques or display boards to give them
context. These sites are part of what makes Epping Central a
special place, and provide links to its past. Making the most of
Epping‘s historic features will contribute to the attractiveness of the
area, and strengthen the role of the High Street North precinct as a
civic and community hub.
Residential and industrial interfaces are a concern in Epping Central.
In the High Street North precinct, a Residential 1 Zone sits opposite
an Industrial 1 Zone on Duffy Street, which has the potential to affect
residential amenity due to the noise, emissions and increased traffic
associated with industrial activity. In turn, the ability for industrial
businesses to expand is limited by the presence of dwellings nearby.
This area of Precinct 2 is largely undeveloped; to ensure the ongoing
liveability of Epping Central, rezoning should be considered as part of
the structure plan to encourage more compatible uses, and rectify
interface issues in this area.
Policy drivers
This assessment of Precinct 2: High Street North highlights the need
to:
Provide infrastructure to support walking, cycling and public
transport use in both the public and private realms;
Improve pedestrian and cycling connections to connect
community uses in this precinct with the wider activity centre;
Preserve remnant historic buildings and enhance their
presentation to Epping Central;
Offer greater housing choice through increased residential
densities in appropriate locations; and
Manage the interface between residential uses in this precinct
and industrial/employment uses to the west.

EPPING CENTRAL BACKGROUND REPORT 79
Figure 30
Precinct 2: High Street North

80
EPPING CENTRAL BACKGROUND REPORT
5.3 Precinct 3: Epping Station Hub
Overview
This precinct is located on the eastern boundary of Epping Central,
and is identified in Figure 31. It is bounded by the Darebin Creek
Parklands to the north, Davisson Street and the rail line to the west,
the NMIT / Supply Drive boundary and the St Monica‘s Dalton Road
campus to the south, and Darebin Creek to the east.
This precinct has several significant features, including the new
Epping Station site on the north east corner of Cooper and Davisson
Streets, as well as a section of the rail extension to South Morang. It
has direct frontage to the Darebin Creek Parklands, the most
significant area of open space in Epping Central, which provides
access to the creek, green space, a skate ramp and walking and
cycling trails. It is also a significant educational precinct,
incorporating both the Davisson Street and Dalton Road campuses
of St Monica‘s College, the Epping campus of NMIT, and St. Peter‘s
Primary School. The precinct features the grid-style layout of the old
Epping township, and includes both traditional detached and unitstyle
residential development.
Key characteristics
The following key characteristics of the High Street Village precinct
will be particularly relevant for the Epping Central Structure Plan:
Precinct 3 is a key entry point to the regional open space
network, and contains the Darebin Creek Parklands, Epping
Central‘s largest and best quality green space.
The design and function of the redeveloped Epping Station,
station precinct, and the South Morang Rail Extension.
The educational precinct formed by St Monica‘s College,
NMIT, and St. Peter‘s Primary School, which is a focal point for
pedestrian traffic and community activity.
Issues
The Epping Station Hub precinct enjoys excellent internal amenity
due to its highly legible street network and proximity to the Darebin
Creek parklands. It contains several key educational and transport
destinations for Epping Central, however road and traffic barriers
currently limit pedestrian access between destinations within the
precinct. The design of the South Morang Rail Extension project and
the associated redevelopment of Epping Station and its environs
provides opportunities to significantly increase the ease of movement
for pedestrians and cyclists within the precinct, and to develop an
iconic station building that enables a more effective interchange
between transport modes, and provides a community meeting place
that integrates with the surrounding urban form.
There are strong visual connections from the urban areas of this
precinct to the Darebin Creek Parklands down Houston, Rufus, and
Coulstock Streets, as well as from the intersection of McDonalds
Road and Davisson Street where the park forms a ‗green gateway‘ to
Epping Central. The parklands are under-utilised however due to
perceived safety issues linked to a lack of natural surveillance from
abutting properties, and a disjointed path network. There is however
the opportunity to provide better physical and visual connections to
this space. Better connections are required both along the creek,
where busy roads and unsuitable crossing points disrupt bicycle and
pedestrian traffic, and to link Epping Central‘s urban development
with open space. Better footpaths into the parkland would formalise
existing ‗goat tracks‘ created by pedestrians, and encourage greater
use of the space by local residents.
St Monica‘s College is a significant feature in Precinct 3, generating a
high level of pedestrian and vehicular activity, with two storey built
form providing surveillance and a strong presence to the Coulstock
Street frontage. The buildings step down and back to the south
along Davisson Street, such that at the Cooper Street intersection,
only car parks abut the property boundary. Ideally future
development of the school should aim to increase its built form
presence to the street, and better contribute to a sense of place in
this location.
NMIT is the only tertiary education facility within Epping Central. The
campus-style format provides a number of uses, facilities and
opportunities for its students, but currently has limited integration with
the surrounding community either functionally or physically. As with
St. Monica‘s, the opportunity exists to maximise use of facilities and
services on-site through the development of multi-purpose buildings
that address the street frontage.
Policy drivers
This assessment of Precinct 3: Epping Station Hub highlights the
need to:
Ensure that the redeveloped Epping Station and surrounds
contribute to a safe, attractive, and connected public realm,
with pedestrians and cyclists as a priority;
Appropriately design new developments to address the creek
corridor, limit high or opaque fencing, and improve natural
surveillance and residential amenity;
Explore opportunities to utilise the extensive nature strips in
the east of the precinct as a vegetated transitional zone
between the creek corridor and urban area;
Improve pedestrian access to educational uses within the
precinct; and
Encourage the development of multi-purpose buildings with
active street frontages in any future development on
educational sites.

EPPING CENTRAL BACKGROUND REPORT 81
Figure 31
Precinct 3: Epping Station Hub

82
EPPING CENTRAL BACKGROUND REPORT
5.4 Precinct 4: Dalton Village
Overview
This precinct is located in the south-eastern corner of the Epping
Central study area, and is identified in Figure 32. It is bounded by
Darebin Creek to the east, Childs Road to the south, the Childs Road
industrial precinct and the rail line to the west, and the NMIT / Supply
Drive and St Monica‘s / Vernon Court boundaries to the north. This
precinct is large and primarily residential, but also includes the Lalor
North Secondary School, the Dalton Village group of shops, and
small parcels of public open space.
Key characteristics
The following key characteristics of the Dalton Village precinct will be
particularly relevant for the Epping Central Structure Plan:
The precinct‘s curvilinear street layout dates from the late
1980s and limits pedestrian connectivity and the potential to
substantially redevelop or increase residential densities.
The Dalton Village shops at the corner of Childs Road and
Dalton Road occupy a major entrance point to Epping Central
from the south.
Interface issues between residential properties on the
western side of the precinct, and both the Childs Road
industrial precinct to the west and the train stabling yards to
the north.
The precinct is adjacent to the Darebin Creek corridor, but
has only limited visual and pedestrian connection to it.
Dalton Road is the key road in and out of this precinct,
connecting to Cooper Street to the north and Childs Road to
the south.
Issues
The Dalton Village precinct includes Epping Central‘s most recently
established residential subdivision. Developed in the late 1980s to
early 1990s, the residential streets in this precinct feature curved
streets and cul-de-sacs, unlike the grid formation of the older parts of
the Epping township. Though some pedestrian connections are
available through walkways between Ayers Court, Noble Place and
Noble Drive, elsewhere pedestrian connectivity is limited both
internally and from the precinct to other destinations in Epping
Central (such as areas to the west, and Epping Station which is
relatively cut off from the precinct given its proximity). The two
‗pocket parks‘ in this precinct (Supply Park and Monica Court
Reserve) are informal thoroughfares for pedestrians, particularly to
gain access to the station via NMIT, and to the industrial/employment
precinct to the west. The subdivision pattern of this area also limits
its capacity for higher-density redevelopment.
Noise emanating from industrial uses on Buch Avenue and Salicki
Avenue, and from the train stabling yards adjacent to Epping Station,
affect the amenity of this area, particularly in the vicinity of Supply
Park in the west of Precinct 4.
Pedestrian connections to Darebin Creek are via Holroyd Drive Park
and Childs Road, however these paths are not well signed and paths
are poorly maintained. The path from Holroyd Drive Park is
obscured, as is the park itself, due to its location behind the
kindergarten.
The Dalton Village shops occupy the north-western corner of the
Dalton Road – Childs Road intersection. It has been recently
redeveloped, and includes an ALDI supermarket, a service station,
and several fast food and retail service businesses. In addition, a
small medical precinct extends west along Childs Road, offering
general practice, allied health, and medical imaging and diagnostic
services. At present, this neighbourhood centre is a car-dominated
space both visually and functionally, which detracts from its amenity
and accessibility, particularly for local residents who may wish to visit
the centre on foot. Development on the prominent corner site in
particular does not make the best use of this location, with the
service station offering an unattractive entrance point to this part of
Epping Central.
Policy drivers
This assessment of Precinct 4: Dalton Village highlights the need to:
Formalise paths within parks in the precinct to improve
pedestrian connectivity for all users, including employees in
areas to the west, students at NMIT, public transport users,
those with mobility issues, and those who use or may wish to
use the parks for recreation and exercise;
Improve signage and pedestrian/cycling infrastructure to better
‗advertise‘ the presence of the Darebin Creek open space
corridor;
Encourage new residential developments in proximity to the
rail stabling yards to have regard to this proximity in their
design, and incorporate appropriate noise attenuation
measures where appropriate; and
Encourage commercial and medical uses along the Childs
Road and Dalton Road frontages to provide active and high
quality interfaces to these streets, whilst decreasing the visual
dominance of car parking.

EPPING CENTRAL BACKGROUND REPORT 83
Figure 32
Precinct 4: Dalton Village

84
EPPING CENTRAL BACKGROUND REPORT
5.5 Precinct 5: Childs Road Warehousing
Overview
This precinct is located along the southern boundary of the Epping
Central study area, and is identified in Figure 33. It is bounded by
the rail line to the north west, Childs Road to the south, and by the
properties on the eastern and north eastern sides of Buch Avenue.
Uses in this precinct are almost exclusively industrial, with some
warehousing. A fast food outlet, a service station and a reception
centre / social club are also located in this precinct.
Key characteristics
The following key characteristics of the Childs Road Warehousing
precinct will be particularly relevant for the Epping Central Structure
Plan:
Industrial properties on the eastern side of Buch Avenue are
immediately adjacent to residential properties in Precinct 4.
The precinct has limited access to public transport.
Many properties facing Childs Road in this precinct utilise
wire fences and extensive concreting (for car parking etc.) with
limited landscaping.
Issues
The Childs Road Warehousing precinct forms a pocket of industrial
development that is inappropriate and incongruous with surrounding
uses. The rail reservation is located to the west and does not pose a
problem, however residential properties are located immediately
adjacent to the east, and to the south across Childs Road. This
means that the types of business which can be located at these
interfaces is limited, and that neighbouring residents are affected by
noise and fumes generated by industrial activity.
The streetscapes of Buch Avenue and Salicki Avenue feature
established trees and generally well-maintained frontages, however
the precinct‘s presentation to Childs Road is poor. Extensive
concreting, limited landscape treatment and unappealing facades
detract from the amenity of this section of Childs Road, and may
contribute to decreased perceptions of safety, particularly at night.
The age of these buildings presents an opportunity for
redevelopment of the precinct that provides a more attractive
frontage to Childs Road.
The precinct at present offers only limited pedestrian connectivity to
public transport. Despite being less than 800 metres from Epping
Station, the most direct route for pedestrians (via Supply Park,
Monica Court Reserve and an informal route through NMIT) requires
walking almost 1.2 kilometres. A bus operates via Childs Road to
Lalor Station to the south, but this service only runs at around 25
minute intervals. This means that workers in the precinct are unlikely
to consider sustainable forms of transport as an alternative to car
travel, unless they live in the immediate vicinity.
Policy drivers
This assessment of Precinct 5: Childs Road Warehousing highlights
the need to:
Transition high impact industrial uses within the precinct to
lower-impact, light industrial and warehousing uses;
Encourage improved address to Childs Road by reducing car
parking within street frontages, discouraging the use of
cyclone fencing and barbed wire, increasing landscaping, and
locating office components of developments on this frontage;
Improve pedestrian connections to surrounding precincts by
formalising footpaths through Supply Park to the north and its
connection to Salicki Avenue; and
Improve connections to public transport through the creation of
pedestrian and cycling links along the existing rail corridor.

EPPING CENTRAL BACKGROUND REPORT 85
Figure 33
Precinct 5: Childs Road Warehousing

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5.6 Precinct 6: New Gateway
Overview
This precinct occupies the southernmost portion of Epping Central,
and is identified in Figure 34. The precinct flanks High Street, and is
bounded by Railway Parade, the Jovic Road precinct, Epping Plaza
and the Northern Hospital to the north, the Epping Waste Disposal
Site to the west, Deveny Road and the V.R. Michael Reserve / Teal
Crescent boundary to the south, and the rail line to the east. The
precinct currently hosts a mix of uses on large lots, whilst many lots
are vacant or underdeveloped. Current uses include a reception
centre, industrial activity, a go-kart track, bulky goods retailing, and a
church and associated social club facility.
Key characteristics
The following key characteristics of the New Gateway precinct will be
particularly relevant for the Epping Central Structure Plan:
The southern portion of High Street is arguably the most
significant entrance point to Epping Central, and in this
location spans four lanes (plus turning lanes and central
median).
Epping Central‘s largest formalised open space, the V.R.
Michael Reserve is located here.
Several large parcels of undeveloped (and
underdeveloped) land are located in this precinct.
The precinct will be affected in the long term by the Epping
North Public Transport Corridor.
Industrial precincts exist on either side of High Street at the
core of the Epping Central study area.
Issues
High Street forms the major regional gateway to Epping Central,
connecting the activity centre with other significant destinations to the
south, including Reservoir, Preston, and the inner city. The size and
capacity of the road in this precinct is reflective of its role as a
regional arterial, however this leads to problems further north, where
the need for High Street to fulfil a local, ‗main street‘ function is
limited by the volume of traffic.
As noted above in Section 4.7, visual and physical connection to the
V.R. Michael Reserve is hindered by limited pedestrian access points
from the residential area to the south, the fact that Deveny Road is
still unconstructed, and the high embankment impairing visibility from
High Street.
In Precinct 6, there are also large, undeveloped tracts of land,
including some associated with Epping Plaza and others in
miscellaneous private ownership. Precinct 6 offers the most
opportunity for change given its undeveloped/underutilised nature.
Uses in the precinct are primarily single-purpose, with car parking on
street frontages and buildings set back. At present, land uses and
patterns of development have resulted in poor east-west connections
through the precinct and low permeability. Compounding this effect
is the large scale of existing development, which contributes to a
poor pedestrian environment.
Industrial precincts in the area are poorly located in close proximity to
retail and community uses, such as the visually striking Macedonian
Orthodox Church of St. George. Jovic Road provides an opportunity
for an entry point to the large area of Plaza-owned land to the west of
High Street, however industrial uses contribute to poor amenity.
This precinct also includes the proposed Epping North Public
Transport Corridor, which cuts through the V.R. Michael Reserve and
runs between the Northern Hospital and Epping Plaza directly to the
north. The preservation and later construction of this corridor will
have a significant impact on the future development of this precinct.
Policy drivers
This assessment of Precinct 6: New Gateway highlights the need to:
Incorporate the preservation of the Epping North Public
Transport Corridor into future planning for the precinct;
Ensure that development on currently vacant land is welldesigned,
integrated with the surrounding area and supports
the vision of the Epping Central Structure Plan;
Ensure that new development provides a transition between
standard residential densities to the south of the precinct, to
medium- to high-density mixed use functions north of Childs
Road;
Facilitate the transition of existing industrial businesses to
more suitably located areas, and encourage the development
lower-impact employment-generating uses in this precinct;
Increase the visual prominence of and access to V.R. Michael
Reserve;
Explore opportunities to develop increased east-west and
north-south connections through the precinct and to
surrounding areas; and
Explore opportunities to enhance the sense of arrival to Epping
Central for people entering the activity centre from the south.

EPPING CENTRAL BACKGROUND REPORT 87
Figure 34
Precinct 6: New Gateway

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EPPING CENTRAL BACKGROUND REPORT
5.7 Precinct 7 Regional Demand
Overview
This precinct includes the key regional attractors for Epping Central,
namely Epping Plaza and the Northern Hospital, as well as the
Epping Homemaker Centre, a large-format restricted retail
development (refer Figure 35). The precinct boundaries largely
follow the existing parcel boundaries occupied by these three uses,
and include the existing Epping rail stabling and maintenance yards
to the east, and a segment of High Street south of Cooper Street.
Key characteristics
The following key characteristics of the Regional Demand precinct
will be particularly relevant for the Epping Central Structure Plan:
The precinct has significant frontage to Cooper Street and
High Street, but these streetscapes are dominated by car
parking and drive-through outlets such as fast food
restaurants and petrol stations.
The Northern Hospital is a 300-bed facility and fulfils a
regional role in health care provision, including accident and
emergency.
Epping Plaza contains Epping Central‘s most significant
concentration of retail outlets, located within a typical mall type
development.
The Homemaker Precinct is used as an informal
thoroughfare by pedestrians walking between Epping Plaza
and Epping Station, however pedestrian and cycling
connectivity to and within these uses is poor.
Issues
Both the Hospital and the Plaza are major attractors, providing
services and employment for a local and a regional catchment, and
are important assets for Epping Central. These facilities are each
valued highly by the community, however the Northern Hospital,
Epping Plaza and the Homemaker Centre all present poorly to the
Cooper Street and High Street interfaces, contributing to poor
amenity. This precinct is characterised by internalised, singlepurpose
uses and large scale built form, especially when compared
to the scale of the High Street Village. These uses do not address
the streetscape and are surrounded by at-grade car parking. The
design and siting of these buildings encourage vehicle dependence,
reinforced by vehicular priority in car parks and lack of footpaths into
the precinct from Cooper and High Streets.
Pedestrian connections between the Hospital and the Plaza were
regularly discussed in community consultation, where it was noted
that due to the configuration of crossing points and the volume of
vehicle traffic it is unsafe to cross between the Hospital and the
Plaza. This provided little incentive for users to travel to these
attractors by sustainable modes of transport. As noted in the
Wayfinding Study discussed in Section 4.4.1, pedestrians are
commonly observed to use the Homemaker Centre as a
thoroughfare between the station and the Plaza, however this
environment is not designed for pedestrians and is unsafe. The
Cooper Street Shared path has contributed to improved pedestrian
connectivity between this precinct and Epping Station, however
further improvements are required to increase connectivity.
This precinct will be particularly affected by the alignment of the
Epping North Public Transport Corridor, which will influence the
future expansion of Epping Plaza, and movement networks through
the precinct. The area immediately to the south of Cooper Street,
between the Plaza and the Northern Hospital, has been identified as
the location for a future public transport station to service this
corridor. Consideration for the design of the corridor and station has
been incorporated into the Planning Scheme, including within the
Development Plan Overlay (DPO13) that applies to Epping Plaza.
The Homemaker Centre consists of restricted retailing, containing
one anchor tenant and a range of smaller tenants; some of which
occupy the land on the key corner site of High and Cooper Streets.
Car parking dominates the street frontage to High Street, whilst
unattractive, low scale buildings front Cooper Street. There are few
whitegoods or furniture outlets in this centre (consistent with the retail
gaps identified as drivers of escape expenditure); retailers are
primarily outdoor and automotive focused. Council acknowledges
the role restricted retail / bulky goods plays within retail provision,
however the aesthetic and functionality of the centre within the
context of a PAC should be addressed as part of the Plan for Epping
Central.
Policy drivers
This assessment of Precinct 7: Regional Demand highlights the need
to:
Encourage the major regional attractors in this precinct to
develop active street frontages, and reduce the visual
dominance of car parking to the High Street and Cooper Street
frontages;
Better integrate these uses with the wider pedestrian network;
Give consideration to the role of Epping Plaza and the
Homemaker Centre (including bulky goods retailing) in relation
to the High Street Village and the City of Whittlesea‘s wider
retail hierarchy;
Explore opportunities to incorporate mixed use development
within the Epping Plaza site, and develop an appropriate
interface between the existing Plaza site and vacant land to
the south;
Ensure that the design of the precinct, and in particular the
future development of Epping Plaza, responds appropriately to
the proposed Epping North Public Transport Corridor and
station / interchange; and
Continue to monitor the use of the Cooper Street Shared Path,
and pursue opportunities to extend it further east, and
integrate this path with an improved local and regional shared
path network.

EPPING CENTRAL BACKGROUND REPORT 89
Figure 35
Precinct 7: Regional Demand

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EPPING CENTRAL BACKGROUND REPORT
5.8 Precinct 8: Regeneration
Overview
This precinct is a traditionally industrial area of Epping Central,
bounded by Houston Street and the 41 Miller Street / 55-57 Miller
Street boundary to the north, the Fullarton Drive precinct to the west,
Cooper Street to the south, and Duffy Street and private property
boundaries to the east (refer to Figure 36).
Key characteristics
The following key characteristics of the Regeneration precinct will be
particularly relevant for the Epping Central Structure Plan:
Miller Street bisects the precinct, and connects Cooper Street
to O‘Herns Road to the north. It is a significant route for
commercial vehicles.
Sections of Duffy Street and Coulstock Street are unmade
in this precinct.
There are several large parcels of undeveloped land in this
precinct.
This precinct is a transition zone between finer grained
residential and retail uses to the east, to larger format
industrial uses.
Issues
Miller Street has only recently been connected through to O‘Herns
Road, having previously terminated at Annalise Avenue to the north
of the Epping Central study area. Traffic counts have indicated that
since this road was connected, traffic volumes on Miller Street north
of Houston Street have increased by approximately 9,000 vehicles
per day, absorbing traffic that would previously have been required to
use High Street for part of their journey north-south. This route will
continue to play an important role in the long term in diverting northsouth
traffic from the High Street corridor, particularly for commercial
vehicles.
Sections of Duffy Street and Coulstock Street are unmade, however
they are being used as informal access points and parking areas for
businesses in this vicinity. Currently, these reservations contribute to
a poor interface with the High Street Village precinct to the east.
Several parcels of land ranging from 0.8 hectares to 4 hectares in
area are vacant in this precinct, and others are underdeveloped.
Uses in the precinct are somewhat disparate, including car
dealerships, show rooms, takeaway food outlets,
industrial/warehousing, and the Leisure City recreation complex.
Leisure City is not well integrated with the pedestrian and cycling
network, which is problematic given the shortage of recreational and
sporting facilities in Epping Central (see Section 4.6 above). The
precinct interfaces poorly with Epping Plaza to the south, and the
nature and scale of existing uses do not support appropriate
densities of employment.
This precinct also interfaces poorly with Cooper Street. Large-format
industrial and showroom uses are located along the Cooper Street
frontage in this location, with buildings set back from the street
behind wire fencing, extensive car parking and limited landscaping.
This, combined with high-speed vehicular traffic on Cooper Street,
contributes to poor amenity and an unpleasant environment for
pedestrians.
The property on the western corner of Miller and Cooper Streets was
among those rezoned to the Mixed Use Zone under Amendment 131
mentioned above; there is therefore the potential for higher-density
employment and residential uses to develop in this location.
Policy drivers
This assessment of Precinct 8: Regeneration highlights the need to:
Explore opportunities to better integrate this precinct with the
High Street Village in terms of uses, and the road, pedestrian
and cycling network;
Investigate the viability of constructing unmade roads, and
potential funding mechanisms to achieve this;
Continue to monitor the volumes of commercial and noncommercial
traffic in this location;
Review the uses fronting Cooper Street to ensure they are
compatible with the role of this road as a main thoroughfare
and gateway to Epping Central from the west; and
Transition the area to more high-intensity, employmentgenerating
mixed commercial uses, with well-designed, active
and attractive built form, which appropriately address both
Miller Street and Cooper Street.

EPPING CENTRAL BACKGROUND REPORT 91
Figure 36
Precinct 8: Regeneration

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EPPING CENTRAL BACKGROUND REPORT
5.9 Precinct 9: Employment
Overview
Precinct 9 is a large developing industrial precinct, located on the
northern side of Cooper Street in the north west corner of the study
area (refer Figure 37 below). It includes the Yale Drive and Fullarton
Drive industrial areas as well as the northern part of Miller Street.
Key characteristics
The following key characteristics of the Employment precinct will be
particularly relevant for the Epping Central Structure Plan:
Established and developing industrial and warehousing
uses on Miller Street, Yale Drive and Fullarton Drive.
Varying quality of built form, landscaping and streetscapes.
Will be affected by the Epping North Public Transport
Corridor which is likely to bisect the precinct.
Interfaces with the Cooper Street Employment Area, which
will be a key employment node for large-format manufacturing
and warehousing for the City of Whittlesea.
Issues
This precinct comprises significant industrial, warehousing and other
employment uses, chiefly oriented along three north-south roads,
and operating as two distinct sections: Miller Street to the east and
Yale Drive / Fullarton Drive to the west. There is limited east-west
connection across the precinct, a situation likely to be exacerbated
by the future construction of the proposed Epping North Public
Transport Corridor. Due to the nature of uses in the precinct there is
a high proportion of roof space and hard surfaces, with associated
issues relating to stormwater runoff and heat retention.
Development in this precinct will need to enable greater diversity of
employment than that of the CSEA, offering increased employment
densities on smaller to medium sized lots.
Policy drivers
This assessment of Precinct 9: Employment highlights the
need to:
Maximise employment-generating uses and employment
densities;
Ensure that new development in the precinct is of a high
architectural quality, with good presentation to Cooper Street
and internal streets;
Explore opportunities for water-sensitive urban design,
landscaping and other environmentally sustainable design
measures in the construction of new development; and
Transition higher-impact industrial uses to this location, and
away from inappropriate locations such as the Childs Road
Warehousing precinct.
This precinct provides a transition between Epping Central and the
Cooper Street Employment Area (CSEA) to the west, and is
emerging as the most significant area of industrial, warehousing and
other employment uses in the activity centre.

EPPING CENTRAL BACKGROUND REPORT 93
Figure 37
Precinct 9: Employment

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EPPING CENTRAL BACKGROUND REPORT
6 Community Engagement
6.1 The Community Engagement Process
Consultation methodology
Council considers community engagement to be a critical component
in achieving a plan that has support from the community and which is
built upon the community‘s values and aspirations for the region.
The Plan for Epping Central has emerged from a multi-stage
comprehensive consultation program that is ongoing.
The consultation program has sought to achieve many objectives
including:
Gaining a strong understanding at Council about what people
value about Epping Central and about what they perceive as
the challenges facing the centre.
Exchanging ideas between Council and the community about
ways to overcome the challenges faced.
Achieving community and stakeholder understanding and
support for the vision for Epping Central.
The community engagement program has been carried out over four
stages.
Stage 1: Creating Community Awareness and Focus
Groups (January – April 2008)
Creating Community Awareness
This stage provided the opportunity for project officers to attend
major public gatherings, in order to raise community awareness
about the Plan for Epping Central project and seek preliminary
feedback. An information stand at Epping Plaza on 18 - 19 January
2008, and similarly at the Whittlesea Community Festival on Sunday
16 March 2008, allowed for the project to gain high levels of
exposure to a diverse range of City of Whittlesea residents and
businesses.
A promotional informative document was made
available to the community and feedback was encouraged. These
public information stands provided the opportunity for the community
to register their interest to be involved in the Plan for Epping Central
focus groups.
As part of Stage 1, the City of Whittlesea also targeted established
community groups, and attended scheduled meetings in order to
explain the plan and the associated community consultation program.
The groups chosen are all active within the study area, and included
Whittlesea Community Futures, Whittlesea Community Connections,
senior citizens groups, and people with disabilities and their carers.
An interview on Plenty Valley FM radio was conducted to promote
local awareness of the project, and encourage residents to attend the
organised focus group sessions to participate in the community
consultation program.
The ‗How Do You Picture Epping‘ photography competition was
also run resulting in a number of high quality entries. The
competition entries gave Council a valuable insight into some of the
Epping Central qualities particularly valued by the community.
Focus groups
Seven focus groups were held,
attended by 65 Epping Central
residents. The selection of focus
group participants was carefully
managed to ensure a diversity of
people from different age groups,
cultural backgrounds and
household types were present.
Participants undertook a round
table discussion and each
completed a workbook to gauge
and record attitudes, feelings and reactions towards particular topics
to be addressed by the Plan for Epping Central. Results were
analysed and compiled into a report titled A Plan for Epping Central:
Community Engagement Program – Key Findings Report (City of
Whittlesea 2008), which provided a detailed analysis of the input
received by Council up to June 2008. The key messages outlined in
Section 6.2 were identified as a result of this stage of consultation.
Stage 2: Emerging Directions Paper
In response to the key messages and design principles that were
derived from the focus group sessions, Council identified six key
projects that were set out in the Epping Central Emerging Directions
Paper. A comprehensive round of community engagement took
place regarding the Epping Central Emerging Directions Paper
between December 2008 and March 2009. The six key projects
discussed in the Epping Central Emerging Directions Paper included:
Epping Station redevelopment
New public transport
New housing in the centre

EPPING CENTRAL BACKGROUND REPORT 95
Epping Waste Disposal Site
not afford to buy a house, and for older people who wanted to
High Street redesign
downsize their home.
Regeneration of the Miller Street Precinct
Community feedback was very positive regarding the
development of the Epping Waste Disposal Site, with very
few participants expressing concern in relation to potential
contamination issues at the site (however as noted above this
site is unlikely to be developable in the short to medium term).
Participants were overwhelmingly in favour of the High Street
redesign project, and for restoring High Street as the heart of
Epping Central. Those opposed to the project were generally
concerned about the potential for increased traffic congestion.
A key component of this community engagement was an information
table set up over four days (from 3-6 December, 2008) at Epping
Plaza, where interested members of the public could view the
Emerging Directions Paper, ask questions of Council staff, and vote
and provide comment on the six key improvement projects listed
above. Each project received majority support from those who
participated; comments on each project are summarised below.
Transport (including active, public and private) was the most
discussed issue at the Epping Plaza sessions. New public
transport (i.e. the Epping North Public Transport Corridor) and
the Epping Station redevelopment received widespread
support, and participants felt that the projects would help to
address some of their transport-related concerns.
New and diverse housing in Epping Central also received
majority support, however some participants raised concerns
that higher density housing may look out of place in the centre.
Those in favour of diverse housing liked the example images
presented on the project board and noted that this particular
style of living would be attractive to young people who could
The majority of respondents were also in favour of the
regeneration of the Miller Street precinct. Little qualitative
feedback was obtained however, possibly due to the industrial
nature of the precinct.
Stage 3: Draft Structure Plan
A comprehensive community and stakeholder engagement program
will be undertaken for the draft Epping Central Structure Plan
(ECSP), due to be released in mid 2011. It is Council‘s objective to
consult widely and thoroughly concerning the draft Plan and to gain a
comprehensive understanding of any issues or concerns raised.
Council will then consider responses to the draft and make any
necessary amendments to the ECSP before placing it on formal
exhibition in late 2011 / early 2012.
Stage 4: Formal Exhibition and Planning Scheme
Amendment
This stage of consultation formally presents the final Epping Central
Structure Plan documents to the public and to State Government
planning bodies. This stage represents the final opportunity for the
public to provide their feedback, through formal submissions, on the
Structure Plan prior to Ministerial approval and incorporation of the
new Epping Central planning tools into the Whittlesea Planning
Scheme.
Stage 5: Ongoing consultation
This stage has and will continue to enable the community and
stakeholders to remain involved in the project, thus encouraging
wider participation and ongoing implementation of the Plan for
Epping Central. The Epping Central Bulletin, released quarterly to a
mailing list of interested residents, business owners and government
stakeholders, provides updates on on-the-ground development in
Epping Central (such as the Cooper Street Shared Path and South
Morang Rail Extension project), as well as on the progress of the
Epping Central Structure Plan and upcoming community
engagement opportunities. The newsletter and other key documents
are also made available on Council‘s Epping Central webpage.
These communication tools will continue to allow the community and
stakeholders to remain engaged in the investments and projects
arising from the Plan for Epping Central over the coming years.

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EPPING CENTRAL BACKGROUND REPORT
6.2 Key Messages
The following key messages were identified as common themes
which emerged from Stage 2 of the community engagement
program.
Housing
“We realise more diverse housing is now needed …
that’s fine, so long as it looks good and is close to
public transport and shops.”
We have some concern about the quantity and quality of new
housing that is being built in Epping Central. We tend to think that
medium density units lead to parking problems, traffic congestion and
detract from the appearance of the area. However, we also realise
that our typical household sizes are decreasing, housing affordability
is an issue, petrol prices are increasing and that there are lots of
detached three bedroom houses in Epping Central already.
general, if more diverse dwelling types have to be built to satisfy our
community‘s housing needs, they should be located very close to
public transport, shops and amenities and should be designed to
meet the needs of older people or younger people, while having an
attractive design that fits into the appearance of the area.
Transport
“We need better quality public transport, safer
walking opportunities and less congestion on our
roads.”
We are frustrated by the many problems with public transport.
Everyone agrees that the railway line urgently needs to be extended
to South Morang and Epping Station requires an urgent upgrade to
make it safer, improve pedestrian access and to provide more
parking. We are generally happy with bus services but think that
they should connect better to Epping Station. As well as making it
easier to catch public transport, we‘d love the opportunity to walk
more often, but the existing conditions make it difficult to do so
because there are speeding cars, poor footpath conditions and some
In
negative perceptions of safety. With regard to our roads, congestion
along High Street and major roads is a big issue, as are trucks using
residential streets, dangerous roundabouts and not enough on-street
parking.
Open space
“We love our trees and the feeling of open space so
we want our natural assets to be looked after and
available for everyone to enjoy.”
We are proud of the open spaces created by wide road reservations,
mature trees and the Darebin Creek corridor. These characteristics,
coupled with Epping‘s historic buildings, give Epping Central a
‗country town‘ feel. Protecting the environment generally may not
register very high on our demands, but we do place much more value
on the parks and playgrounds in the area, and in particular Darebin
Creek. All parks and reserves should be well maintained and made
accessible via good footpath networks. Epping Central is a clean
place and it should continue to be so.
Entertainment
“We want less factories, more restaurants and more
night time entertainment, which is inclusive of young
people.”
Factories are unattractive and we are concerned that they are
located too close to houses. Epping Central has more than enough
shops and more shopping centre-type developments are not needed.
However, we‘d love to see some fresh food markets, lifestyle and
book shops, a newsagent, butcher, banks, ATMs, and a post office.
We recognise that retail uses provide employment opportunities. We
are of the clear view that Epping Central needs more restaurants,
and in particular, better quality family restaurants, cafes and outdoor
dining areas. Restaurants and bars should take on a greater role in
providing evening entertainment that combines food with
entertainment such as live music.
Epping Central needs more
entertainment designed for young people between the ages of 13
and 29, that is safe and provides an alternative to attendance at
unsafe venues or having to hang out in inappropriate public areas.
Community facilities
“We value Epping Central’s medical facilities,
schools and parks but there needs to be more
services for young people.”
Medical facilities are very important to us - having access to these
services is important.
A Medicare office and an optometrist are
urgently needed in Epping Central and there is also strong support
for more primary, secondary and TAFE educational facilities. It is
very clear that young people of all ages require more services and
facilities to keep them busy and happy as there are very few services
currently available to them.
Recreational facilitates such as
playgrounds, skate parks, arts, drama and music classes and
evening entertainment that is designed specifically for young people
is desperately needed in Epping Central.
The Key Principles set out below, and the Vision set out in Section 7,
were developed in response to the above key messages

EPPING CENTRAL BACKGROUND REPORT 97
6.3 Key Principles
The Design Principles that were developed as a result of the
consultation are as follows:
Principle 1: Housing shall be diverse,
affordable and attractive
Diverse housing outcomes that respond to our community‘s housing
needs will be encouraged close to public transport, shops and
services.
New dwellings must be attractive, well maintained,
designed to address parking needs and designed to enhance the
open feel of the streets in Epping Central.
Principle 2: Public transport will be at the
heart of our new transit city
Safe and reliable transport services will support sustainable
community development for Epping – we will have choice. Epping
Station will be redesigned to be more attractive, safer and easier to
access on foot and by bicycle, bus and car. Bus services will be
enhanced and will better integrate with Epping Station.
Principle 3: High Street will be the focus of
the new Epping Central
High Street will be reclaimed as the hub of Epping – it will be
redesigned to manage through traffic, improve pedestrian amenity
and access, and create more restaurants, more community services
and more evening entertainment.
Principle 4: Streetscapes that we are proud of
Our wide streets will be enhanced with more street trees and well
managed parking to provide a natural, open feel that improves the
appearance of Epping Central.
Streetscapes that contribute to
walkable neighbourhoods with shade, shelter, signage and safety
built in will be the standard.
Principle 5: Accessible creeks and open
space network
Darebin Creek will be well maintained with good walking paths that
are easily accessible.
Creeks, walking and bike paths will be
integrated into all new development. Edgars Creek will be enhanced
to include better environmental conditions and good walking paths.
Principle 6: Industrial development is best
practice, green and provides local jobs
Factories will be designed to be attractive and well maintained,
provide local jobs and be constructed in such a manner as to
minimise impact on residents.
Principle 7: Real entertainment with things to
do
Epping Central will be a destination for cultural, commercial and
recreation activities. Commercial uses such as restaurants, cultural
and entertainment facilities that provide evening and weekend
activities for all age groups, and in particular young people, will be
strongly encouraged in Epping Central.
Principle 8: Community facilities to build
communities
Community facilities will be designed, managed and developed for
the needs of the Epping Central community and beyond, and
particularly for young people, migrant communities and the aged.

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EPPING CENTRAL BACKGROUND REPORT
7 The Vision for Epping Central
The vision for Epping Central has been derived through the process
of community and stakeholder engagement undertaken to date, and
Council‘s review of Melbourne 2030 principles. What is Epping
Central like now, and how will it look in the year 2030
Now…
Epping Central is a car dominated place, where busy roads,
large car parks and a lack of infrastructure make walking and
cycling unpleasant and dangerous
A lack of diverse housing makes it difficult for some people to
find a home in Epping Central
In 2030…
Epping Central in 2030 is an attractive, welcoming, and
sustainable urban place, where well-designed buildings
and engaging public spaces provide an interesting and
exciting environment for more people to live, shop, work
and play.
Epping Central‘s people are warm, open and welcoming, but
there are no public spaces for them to meet, socialise, and
celebrate their community
Public transport is evolving: a new station is on the way and
numerous bus routes travel through the centre, but some places
are still poorly connected to the public transport network
The High Street Village has great potential but looks tired and
run down
Community facilities are lacking, and there are few activities for
young people
Epping Central‘s wide streets are a great asset but they are
underutilised as a space for greening, improved path networks or
community gatherings and activities
A diverse range of housing and employment means there’s
a place for everyone to live and work. There are fewer
cars, and walking and cycling paths and an accessible
public transport network connect people to community
facilities, the vibrant local economy, and each other. The
Darebin Creek corridor is a beautiful natural space for all to
enjoy, whilst pockets of green throughout Epping Central
soften the landscape and provide shady places to meet
and relax.
The centre is now a focal point for the wider region, and
provides a home for a resilient, diverse and self-sufficient
local community, who are proud to be a part of life in
Epping Central.

EPPING CENTRAL BACKGROUND REPORT 99
8 Conclusion
This Background Report has provided a detailed summary of the key
characteristics of Epping Central, as well as an overview of current
trends and issues facing the centre, based on comprehensive
background analysis and strategic work by the City of Whittlesea. It
has also given a clear picture of the overall approach taken, including
the ways in which the Whittlesea community has been engaged in
the process.
The issues described in the Background Report will help to inform
the policy and design guidelines for the Epping Central Structure
Plan, and can be summarised as follows:
Epping Central will experience significant growth over the next
ten to twenty years as it develops as a regional commercial,
services and transport hub.
access them on foot or by bicycle are severely limited by busy
roads, missing footpaths, and a lack of facilities such as
benches, shade and bicycle racks. All new development and
infrastructure projects in the centre will need to address these
issues in order to promote street based activity, sustainability,
and active lifestyles.
Public transport infrastructure in the centre will undergo major
redevelopment as a result of the South Morang Rail Extension
project which includes a new Epping Station building. This
project will require careful planning to ensure that the extended
rail corridor and station precinct improves pedestrian and
public transport connectivity, and does not create additional
barriers to movement across the centre.
New development will need to cater for trends in Epping
Central‘s changing demographic profile, including population
growth, declining household size, and a greater proportion of
white collar workers.
These changes will drive demand for greater housing choice,
particularly smaller dwellings in proximity to local jobs,
transport and services.
Economic development in the centre will require substantially
increased provision of retail and office floorspace, to improve
the local employment base and reduce escape expenditure
from the municipality.
Community infrastructure, entertainment options and open
space provision in Epping Central is insufficient to cope with
existing demand, and will require extensive upgrades to
improve local amenity, and establish Epping Central as a truly
liveable outer urban centre
Major destinations within Epping Central are all within a
relatively short distance of one another, but opportunities to
The Background Report provides a foundation from which to
understand Epping Central in context – its strengths and
weaknesses, and the opportunities for growth and change. The
Background Report gives a picture of Epping Central now, and where
it has come from; the Epping Central Structure Plan will provide
direction for the future. These two documents should therefore be
read together.

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9 Glossary of urban design terms
ACCESSIBILITY
The ease with which a building, place or facility can be reached by
people and/or goods and services. Accessibility can be shown on a
plan or described in terms of pedestrian and vehicle movements,
walking distance from public transport, travel time or population
distribution.
ACTIVITY CENTRE
Activity Centre is a term that refers to concentrated areas of housing
and or employment such as city centres or town centres, or shopping
areas.
ADAPTABILITY
The capacity of a building or space to respond to changing social,
technological, economic and market conditions.
AFFORDABLE HOUSING
The generally accepted definition of affordability is for a household to
pay no more than 30 percent of its annual income on housing.
Families who pay more than 30 percent of their income for housing
are considered cost burdened and may have difficulty affording
necessities such as food, clothing, transportation and medical care.
AMENITY
1. Something that contributes to an area‘s environmental, social,
economic or cultural needs. The term‘s meaning is a matter
for the exercise of planners‘ discretion, rather than being
defined in law.
2. Aesthetic or other features of a development that increase its
marketability or usability to the public.
APPEARANCE
Combination of the aspects of a place or building that determine the
visual impression it makes.
BARRIER
An obstacle to movement.
BLOCK
The area bounded by a set of streets and undivided by any other
significant streets.
BRIEF
This guide refers to site-specific briefs as development briefs. Sitespecific
briefs are also called a variety of other names, including
design briefs, planning briefs and development frameworks.
BUILT FORM
The shape of developments including buildings, and other structures,
not only individually, but as a collective. How buildings relate in
terms of height, scale, and character determines the extent to which
they will define the public realm.
BULK
The combined effect of the arrangement, volume and shape of a
building or group of buildings. Also called massing.
COLLABORATION
Any arrangement of people working together, such as between
departments, between councillors and officials, within partnerships,
between local authorities, between local authorities and developers,
and with the public.
CONTEXT
The setting of a site or area.
DENSITY
The mass or floorspace of a building or buildings in relation to an
area of land. Density can be expressed in terms of plot ratio (for
commercial development); homes or habitable rooms per hectare (for
residential development); site coverage plus the number of floors or a
maximum building height; space standards; or a combination of
these.
Density is a standard measure of units per area (typically reported as
dwellings per hectare). High-density areas have more homes per
unit of land than low-density areas. A typical suburban development
(lower density) may have a housing density of 13 units per hectare,
while a typical townhouse development (medium density) may have
a housing density of 30 units per hectare.
DESIGN GUIDE
Design guidance on a specific topic such as shopfronts or house
extensions, or relating to all kinds of development in a specific area.
DESIGN PRINCIPLE
An expression of one of the basic design ideas at the heart of an
urban design framework, design guide, development brief or design
code. Each such planning tool should have its own set of design
principles.
DEVELOPMENT PLAN
Prepared by a local authority to describe the intended use of land in
an area and provide a basis for considering planning applications.
Every area is covered either by a unitary development plan or by a
development plan comprising more than one document (a structure
plan and a local plan, and sometimes also other plans relating to
minerals and waste). The development plan sets out the policies and
proposals against which planning applications will be assessed. Its
context is set by national and regional planning policy guidance.

EPPING CENTRAL BACKGROUND REPORT 101
DEVELOPMENT
Defined as ‗the carrying out of building, engineering, mining or other
operation in, on, over or under land, or the making of any material
change in the use of any building or other land‘. Most forms of
development require planning permission.
FACADE
The principal face of a building.
FORM
The layout (structure and urban grain), density, scale (height and
massing), appearance (materials and details) and landscape of
development.
GATEWAYS
Locations where a significant number of people enter and exit a
precinct or neighbourhood. They occur at a variety of scales,
including to an area as a whole, to precincts, or to specific streets or
open spaces.
HEIGHT
The height of a building can be expressed in terms of a maximum
number of floors; a maximum height of parapet or ridge; a maximum
overall height; any of these maximum heights in combination with a
maximum number of floors; a ratio of building height to street or
space width; height relative to particular landmarks or background
buildings; or strategic views.
LANDMARK
A building or structure that stands out from its background by virtue
of height, size or some other aspect of design.
LANDSCAPE
The appearance of land, including its shape, form, colours and
elements, the way these (including those of streets) components
combine in a way that is distinctive to particular localities, the way
they are perceived, and an area‘s cultural and historical associations.
LANDSCAPING
The term includes both soft and hard landscaping. Soft landscaping
is the provision of plants, shrubs and trees to improve the quality of
the environment. Hard landscaping includes features such as
paving, lighting, seats, etc.
MIXED-USE DEVELOPMENT
Mixed-use development, sometimes referred to as live/work/play
communities, refers to development that includes a mixture of
complementary land uses. The most common mix of land uses
include housing, retail, office, commercial services, and civic uses.
MOBILITY
The ability of people to move round an area, including carers of
young children, older people, people with mobility or sensory
impairments, or those encumbered with luggage or shopping.
NODE
A place where activity and routes are concentrated.
PERMEABILITY
The degree to which a place has a variety of pleasant, convenient
and safe routes through it.
POCKET PARK
Small outdoor areas intended to provide intimate, yet high quality
open spaces for an immediate neighbourhood or catchment area.
Generally are no larger than 1,000 square metres.
PUBLIC ART
Permanent or temporary physical works of art visible to the general
public, whether part of the building or free-standing: can include
sculpture, lighting effects, street furniture, paving, railings and signs.
PUBLIC REALM
The parts of a village, town or city (whether publicly or privately
owned) that are available, without charge, for everyone to use or see,
including streets, squares and parks. Also called public domain.
SCALE
The size of a building in relation to its surroundings, or the size of
parts of a building or its details, particularly in relation to the size of a
person.
SETBACK
The minimum distance from the property line at which a building
must be built.
STORMWATER MANAGEMENT
Stormwater management is the process of controlling and processing
runoff from rain and storms so it does not harm the environment or
human health.
SURVEILLANCE
The discouragement to wrong-doing by the presence of passers-by
or the ability of people to be seen from surrounding windows.
SUSTAINABLE DEVELOPMENT
Defined by the Brundtland Commission (1987, and quoted in PPG1)
as 'Development which meets present needs without compromising
the ability of future generations to achieve their own needs and
aspirations'. The UK's strategy for sustainable development "A better
quality of life" was published in May 1999 and highlights the need for
environmental improvement, social justice and economic success to
go hand-in-hand.
TOPOGRAPHY
A description or representation of artificial or natural features on or of
the ground.

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TRANSITION
Occurs between buildings to help create continuity and cohesiveness
in a streetscape, with buildings that are beside each other, across the
street from each other, or are otherwise part of a building grouping
which has design elements that reference one another. Can be
articulated through a wide range of design elements (i.e. overall
building height, massing, setback, materials etc.)
URBAN DESIGN
The art of making places. Urban design involves the design of
buildings, groups of buildings, spaces and landscapes, in villages,
towns and cities, and the establishment of frameworks and
processes that facilitate successful development.
VIEW
What is visible from a particular point. Compare 'Vista'.
VITALITY
Places that are vibrant, active, safe, comfortable, varied, and fun are
said to have vitality. Places are more active when they have
windows and doors connected to the street. Inactive edges are blank
walls, badly placed entrances, tunnels, places where you don‘t feel
safe, which are not overlooked. Places feel safer with buildings
overlooking them. When houses are placed above shops the streets
remain busy in the evenings so they feel safe and vibrant.
WALKABLE
A condition of a system of routes which are barrier free, interesting,
safe, well-lit, comfortable and inviting to pedestrian travel.
WAYFINDING
Tools which orient users of an area to ensure the ability to navigate
through an area. Tools include signs, graphic communications,
spatial markers, streetscape elements, building design, and the
street network.

EPPING CENTRAL BACKGROUND REPORT 103
10 References
ARUP 2007 on behalf of the City of Whittlesea, Epping Wayfinding
Study, ARUP, Melbourne.
Australian Bureau of Statistics 2006, ‗Epping (State suburb)‘ census
data, Australian Bureau of Statistics, Canberra.
Australian Property Monitors 2011, Property Research for Epping
3076, viewed 3 March 2011,
Ball, A 2006, Edgars Creek, freshwater.net.au, viewed 31 December
2009,
Booz and Company 2010 on behalf of the City of Whittlesea and the
Department of Planning and Community Development, Epping
Central Sustainable Travel Requirements Report, Booz and
Company, Melbourne.
Brown, H 2010 on behalf of the City of Greater Dandenong, A
Review of Gambling-Related Issues, City of Greater Dandenong,
Dandenong.
Collaborations and Beca 2009 on behalf of the City of Whittlesea,
Community Infrastructure Analysis for Epping Central,
Collaborations, South Melbourne.
Options to reduce greenhouse emissions from new homes in Victoria
through the building approval process
.id Consulting 2010, City of Whittlesea Community Profile, viewed
2010,
.id Consulting 2010, City of Whittlesea Population Forecasts, viewed
2010,
Meredith Gould Architects 1991 on behalf of the City of Whittlesea,
Whittlesea Heritage Study 1991: Part 1, Meredith Gould Architects,
Eaglemont.
SGS Planning and Economics 2006 and 2009 on behalf of the City of
Whittlesea, Epping Central Market Analysis, SGS Planning and
Economics, Melbourne.
Sustainability Victoria 2007, Victoria’s Renewable Energy Resources,
Sustainability Victoria, Melbourne, viewed 26 January 2011,
Symplan Consulting 2010 on behalf of the City of Whittlesea and the
Department of Health, Epping Central Structure Plan Alcohol Harm
Reduction Findings Report, Symplan Consulting, Caulfield.
Context Pty Ltd, Merri Creek Management Committee, Robin
Crocker and Associates, and EDGe Environmental Design Group
1997 on behalf of the City of Whittlesea, City of Whittlesea Open
Space Strategy, Context Pty Ltd, Brunswick.
Ecology Australia 2006 on behalf of the Department of Primary
Industries, Assessment of Growling Grass Frog Habitat: Melbourne
Wholesale Markets Redevelopment, Cooper Street, Epping, Ecology
Australia, Fairfield.
George Wilkenfeld and Associates with Energy Efficient Strategies
2007 on behalf of the Department of Sustainability and Environment,

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11 Appendices
11.1 Appendix A: The City of Whittlesea’s strategic plans
The following tables identify relevant goals and objectives from the City of Whittlesea‘s key strategic documents, as they relate to Epping Central.
Shaping Our Future: Whittlesea 2025 – Strategic Community Plan
Shaping Our Organisation: City of Whittlesea Corporate Plan 2010 – 2011
Future Direction
1 Inclusive and engaged
community
Goal
1.1 There are opportunities for people to get together and support each other
1.2 People are involved in issues that affect them
1.3 Community decision-making is inclusive
2 Accessibility 2.1 Present and future transport linkages are planned
2.2 Walking and bike paths connect communities.
2.5 Our places and spaces are accessible for all
2.6 Transport options are safe, easy to use and connect us internally and externally
3 Growing our economy 3.1 Infrastructure supports business opportunities
3.2 There is a diverse range of career and skill development options
3.3 There is variety and a choice of local jobs
3.5 Transport infrastructure is provided in a timely way to meet needs
4 Places and spaces to connect
people
4.1 Our recreation facilities and open spaces are accessible and respond to local needs
4.2 Community hubs bring people together and provide a comprehensive range of
services and entertainment experiences
4.3 We recognise and appreciate our physical and cultural heritage
4.4 Our urban design helps build connection to place and the community
5 Health and wellbeing 5.1 Health and wellbeing services can be accessed from a range
of local places
5.2 We can live locally through all of life‘s stages

EPPING CENTRAL BACKGROUND REPORT 105
Future Direction
Goal
5.3 Our communities are healthy and safe
5.4 There are opportunities for life-long learning
6 Living sustainably 6.1 Our natural environment is valued now and in the future
6.2 We live sustainably in our urban and rural areas
City of Whittlesea Environmental Sustainability Strategy
Key theme
Policy direction
Climate change CC 1 The City of Whittlesea fully engages the challenge of climate change, and
demonstrates leadership to the community in the reduction of greenhouse
gas emissions
CC 2
CC 3
CC 5
The City of Whittlesea will aim to be a Zero Net Emissions organisation by
2020
Council will provide strategic and effective leadership to transition the
community and municipality to a low emissions future
Council will adopt a hazard prevention and risk management approach to
avoiding and/or minimising the negative impacts of climate change
Water W 1 The City of Whittlesea protects the water quality and aquatic biodiversity of
the waterways in the municipality
W 5
The City of Whittlesea water use and waterway and catchment management
policies take full and proper account of the current and likely future impacts of
climate change
Biodiversity B 1 Council will protect the biodiversity values within the municipality
Urban development and the built
environment
B 3
U 1
U 2
Council will increase the connectivity of key habitat areas (local and regional)
Council will utilise its statutory role as a ‗Planning Authority‘ and ‗Responsible
Authority‘ to achieve environmental sustainability outcomes
Pursue opportunities for the consolidation of existing areas that are well
connected by a variety of transport modes and well serviced by infrastructure
and services

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Key theme
Policy direction
U 3
U 4
Encourage development which supports the principles of traditional
neighbourhood design
Support development which equips residents for an energy and water
constrained future
Municipal Public Health and Wellbeing Plan
Goal
Promoting mental health and social
wellbeing to achieve a resilient and
inclusive community
Objective
1.1 To increase community connectedness
1.2 To increase access to education, employment and transport for vulnerable
groups
1.3 To build the capacity of individuals and the community for the prevention of
family violence, particularly against women and children
Sustaining natural environments, creating
built environments and providing
community infrastructure to support
health and wellbeing
2.1 To ensure the provision of appropriate facilities and infrastructure that
promote and support health and wellbeing
2.2 Create walkable and liveable communities in the natural and built
environments
Improve capacity for health and wellbeing 3.1 To promote healthy living and physical activity
3.2 To improve healthy eating, accessibility and affordability of food
3.3 To prevent harm from gambling, alcohol and other drugs

EPPING CENTRAL BACKGROUND REPORT 107
Whittlesea Strategic Transport Infrastructure Study
Objective
1 To provide improved public transport access for new urban
areas and improved cross-town movement to increase public
transport patronage from its current level of 3% so the region
contributes to the metropolitan target of 20% by 2020.
Elements
Heavy rail duplication from Keon Park to Epping
Relocation of Epping railway station
Heavy rail extension to South Morang and Mernda
Establishment of transport corridor to Epping North
Increased cross-town smart bus route capacity
2 To identify and protect existing and new reservations for the
future transport network.
3 To provide improved north south road capacity through the
City to improve network capacity, reduce pressure on existing
routes and to facilitate access to the Ring Road.
4 To provide improved east west road capacity through the City
to improve network capacity and to establish a preferred east
west arterial route which provides access to the Craigieburn
Bypass.
5 To provide good access to activity centres to optimise local
retail and commercial activities and to reduce escape
expenditure from 35% to 25%
6 To make provision for intermodal sites and park and ride
facilities where different transport forms intersect.
7 To ensure that the transport network is complementary to land
use objectives.
8 To facilitate and support non motorised travel throughout the
City to assist in reducing car dependency and to promote
health and well being.
Transport corridor to Epping North
E6 transport corridor from the Metropolitan ring Road to Bridge Inn Road
Extension of the E6 reservation from Findon Road to Bridge Inn Road
Findon Road/O‘Herns Road extension and four lane duplication including extension east of
Plenty Road.
Cooper Street duplication with potential to be widened to six lanes.
McDonalds Road – duplication.
‘Elements’ not listed. Opportunities identified to redevelop Epping Station closer to Epping
Plaza, or provide a new Epping Plaza station.
Epping rail station
Identifies current strategic planning work (at time of report’s publication) that aim to
encourage land use and transport integration. The Epping Central Structure Plan is not
listed as this work had not yet commenced, however the objective applies equally here.
Walking
Cycling

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11.2 Appendix B: Key road cross-sections in Epping Central
KEY TO CROSS SECTION LOCATIONS

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